CN115402399B

CN115402399B - Method, equipment and product for locking steering wheel by wire

Info

Publication number: CN115402399B
Application number: CN202211185154.3A
Authority: CN
Inventors: 刘杰; 邵静; 李�杰; 李文进; 张伟
Original assignee: Shanghai Jidu Automobile Co Ltd
Current assignee: Shanghai Jidu Automobile Co Ltd
Priority date: 2022-09-27
Filing date: 2022-09-27
Publication date: 2023-12-29
Anticipated expiration: 2042-09-27
Also published as: CN115402399A

Abstract

The embodiment of the application provides a method, equipment and a product for locking a steering wheel by wire. The method comprises the following steps: the locking device is applied to a steer-by-wire steering wheel locking device, and comprises a controller, a clutch and a locking part; the controller is used for determining the running state of the vehicle; according to the running state of the vehicle, adjusting the locking relation between the locking component and the clutch; and if the locking relation is in an unlocked state, controlling the clutch to be closed according to the state of the steering wheel of the vehicle so as to limit the rotation of the steering wheel. The clutch may be locked by the locking member according to the running state of the vehicle in order to prevent the clutch from being erroneously operated while the steering wheel is being restricted by the clutch. Even if the clutch has an error closing instruction, the clutch can be limited to be closed by the locking part, so that the safety effect and reliability of the steering wheel locking device can be effectively improved.

Description

Method, equipment and product for locking steering wheel by wire

Technical Field

The application relates to the technical field of vehicle control, in particular to a method, equipment and a product for locking a steering wheel by wire.

Background

In a steer-by-wire system, there is no mechanical connection between the steering wheel and the steered wheels. When a steering action is required, the steering force feedback actuator and the wheel steering actuator are required to perform the corresponding steering action and the feedback moment to the steering wheel. When the steering wheel of the vehicle is blocked by an obstacle, the steering wheel is locked in order to avoid unnecessary damage to the steering force feedback actuator, the wheel steering actuator and the like caused by forced rotation of the steering wheel by a user, so that the user can sense that the current steering wheel cannot rotate. However, the reliability of the apparatus that limits the steering wheel is not guaranteed.

Disclosure of Invention

The embodiment of the application provides a method, equipment and a product for locking a steering wheel by wire, which are used for realizing a scheme for improving the safety effect of the locking equipment of the steering wheel by wire.

In a first aspect, an embodiment of the present application provides a steering wheel locking method, applied to a steering wheel locking device, where the device includes a controller, a clutch, and a locking component;

the controller is used for determining the running state of the vehicle;

according to the running state of the vehicle, adjusting the locking relation between the locking component and the clutch;

And if the locking relation is in an unlocked state, controlling the clutch to be closed according to the state of the steering wheel of the vehicle so as to limit the rotation of the steering wheel.

In the steering wheel lock apparatus of the present invention, in a specific case, the steering wheel can be restricted from rotating when the clutch is in the closed state. However, in the case where the vehicle is running normally or the like, locking of the steering wheel is not allowed. Therefore, the locking part is utilized to limit the closing state of the clutch in the scheme, so that the situation that the clutch is closed by mistake is avoided, and the safety effect of the steer-by-wire system can be effectively improved.

Optionally, the adjusting the locking state between the locking component and the clutch according to the vehicle running state includes:

if the vehicle running state is the vehicle running state, adjusting the locking relation between the locking component and the clutch to be a locking state so as to limit the clutch to be closed;

and if the vehicle running state is the vehicle stop state, adjusting the locking relation between the locking component and the clutch to be the unlocking state.

When the detected vehicle speed is greater than a preset speed threshold (for example, 5 Km/h), the vehicle may be considered to be in a running state; when the vehicle speed is detected not to be greater than the preset speed threshold, the vehicle may be considered to be in a stopped state.

When the vehicle is running normally, the driver needs to control the steering of the steering wheel through the steering wheel, thereby controlling the running direction of the vehicle. Therefore, when the vehicle is in normal running, the steering wheel is not allowed to be limited in rotation through the closing of the clutch, so that the locking part is used for ensuring that the steering wheel of the vehicle is not limited, and the steer-by-wire safety effect is improved.

The vehicle is in a stopped state and can be classified into a vehicle power-off stop and a vehicle power-on pause. When the vehicle is in a power-off stop state, and a user does not need to control the steering of the steering wheel through the steering wheel, the locking component can not lock the clutch, the clutch can work according to the needs (for example, whether the clutch is closed or separated according to the needs) and the clutch can be ensured to perform normal closing and separating actions while the safety and reliability of the clutch are ensured. Generally, when the vehicle is in a power-off stop state, in order to meet the requirements of a driver on and off, the clutch is set to be in a closed state, the steering wheel can be locked, a fixed steering wheel can provide a hand-held supporting point for the driver on and off, and the driver can conveniently hold the steering wheel to get on and off the vehicle.

When the vehicle is in a power-on pause state, for example, the vehicle is waiting for a traffic light, or the vehicle is stopped but the user is using the steering wheel to finish the game, or the vehicle is in a getting rid of the trouble mode. At this time, although the vehicle speed is not greater than the preset speed threshold, the user still has a need to rotate the steering wheel, and the clutch needs to be locked by the locking member to prevent the clutch from closing.

Optionally, adjusting the locking relationship between the locking member and the clutch to a locked state includes: a locking signal is sent to the locking component to adjust the locking relationship to a locked state by a locking tongue in the locking component.

The locking part comprises a lock tongue structure, and the lock tongue is controlled by a locking signal. When a locking signal is sent to the locking part, the lock tongue stretches out, the clutch part in the clutch is limited, and the locking of the clutch part is blocked by the lock tongue. Therefore, in the technical scheme, the locking relation of the clutch is adjusted by utilizing the telescopic state of the lock tongue. The clutch can be effectively ensured to be in a safe working state.

Optionally, in response to the lock-up signal, if the lock-up is unsuccessful or the clutch is closed, a lock-up failure prompt message is generated.

After the controller sends a locking signal to the locking component, if the locking component fails to lock the clutch, the situation that the clutch is closed by mistake possibly appears is indicated, and safety control of the steering wheel is threatened, so that a driver and related safety responsible persons need to be timely notified of the abnormal situation, and the safety effect of the steering wheel locking device can be improved.

Optionally, after generating the lock failure prompt information, the method further includes: the vehicle running mode is switched to the automatic driving mode.

Based on the scheme, when the locking component fails to lock the clutch, the situation that the steering wheel can be limited to normally rotate due to the fact that the clutch is closed by mistake is indicated. Even if the clutch is erroneously closed to limit the steering wheel, the steering wheel and the steering wheel in the drive-by-wire system have no mechanical connection relationship, so that the vehicle running mode can be switched to the automatic driving mode, and the steering wheel is controlled under the condition that the steering wheel is not required to rotate. The safety and controllability of the steering wheel of the vehicle are ensured, and the safe driving of the vehicle is realized. In addition, in the getting rid of poverty scene, the driver can also switch the vehicle driving mode into the automatic driving mode to get rid of poverty.

Optionally, controlling the clutch to close according to the wheel shape of the vehicle steering wheel to limit steering wheel rotation includes:

if the state of the steering wheel of the vehicle is in a rotation limited state, disabling a drive-by-wire signal between the steering wheel and the steering wheel;

the clutch is controlled to close to limit steering wheel rotation.

When the vehicle state is found to be that the steering wheel rotation is limited, the driving capability of the steering wheel to the steering wheel needs to be limited, so that a drive-by-wire signal between the steering wheel and the steering wheel can be omitted, and the steering wheel can not be driven to rotate along with the rotation of the steering wheel. Meanwhile, the clutch can be adjusted to be in a closed state, and the rotation of the steering wheel is limited, so that a driver can sense that the steering wheel and the steering wheel are not rotatable. Further improving the steering wheel rotation limiting effect.

Optionally, controlling the clutch to close according to the wheel shape of the steering wheel of the vehicle comprises:

determining a limiting angle for limiting the steering wheel when the clutch is closed;

when the steering wheel rotates within the limited angle range, the clutch is controlled to be separated, and the locking component is controlled to lock the separated clutch.

In practical applications, when it is found that the steering wheel is stuck and cannot rotate in a certain direction, if it is detected that the driver still rotates the steering wheel in that direction, the steering wheel is restricted from rotating by closing the clutch. If the driver's intention to turn the steering wheel in the opposite direction to the restriction direction is detected, the clutch is disengaged and the clutch is locked by the locking member, allowing the user to turn in the opposite direction. The reliable control of steering of the steering wheel is realized through the clutch and the locking component.

It should be noted that, if the vehicle is in the escaping scene, the locked position of the steering wheel may change along with the repeated rotation of the steering wheel, so when the blocking moment detected by the steering wheel changes (for example, decreases or disappears), the limiting angle is recalibrated, and the limiting angle is adaptively adjusted.

Optionally, if the locking relation between the locking component and the clutch is in a locking state and a control signal for controlling the closing of the clutch is detected, the closing of the clutch is limited by the locking component, the closing action cannot be completed, and an error prompt message is generated.

In this case, the operating state of the locking member is inconsistent with the operating state of the clutch (in other words, the operating state of the locking member contradicts with the operating state of the clutch), and if there is a possibility that there is an error in the locking member or the clutch (which may be caused by various errors such as a signal error of the locking member or a signal error of the clutch), an error prompt message needs to be sent to the driver and related technicians to check the problem, thereby guiding the technicians to solve the problem of the erroneous operating state.

responding to a steering ratio adjustment request, and determining an adjusted steering angle limit position;

when the vehicle steering wheel condition matches the steering angle limit position, the clutch is controlled to close to limit steering wheel rotation.

In practical application, a driver can adjust the steering ratio between the steering wheel and the steering wheel according to the driving or entertainment requirements of the driver. The steering angle limit position of the steering wheel after adjustment can be limited by the clutch, and when the sensor detects that the steering wheel rotates to the steering angle limit position, the clutch is closed to prevent the steering wheel from continuing to rotate. By utilizing the scheme, the steering ratio adjusting process can be effectively simplified, and the steering ratio adjusting efficiency is improved while the diversified demands of users are met.

In a second aspect, embodiments of the present application provide a steering wheel lock apparatus, the apparatus including: a clutch connected to a column of a steering wheel, and a lock member disposed adjacent to the clutch;

the clutch comprises a first clutch component and a second clutch component;

When the second clutch component is positioned at a first position, the first clutch component and the second clutch component are closed to limit the steering wheel to rotate;

when the second clutch member is located at the second position, the first clutch member is separated from the second clutch member, and the locking member locks the second clutch member to prevent the first clutch member from being closed with the second clutch member.

Optionally, the locking component comprises a locking mechanism and a lock tongue;

when the running state of the vehicle is a running state, the second clutch component is locked at the separation position through the lock tongue. The second clutch component is locked at the separation position by the lock tongue, so that the situation that the second clutch component is closed by mistake under the control of a wrong control signal is avoided, or the situation that the locking component is closed by mistake due to the occurrence of mechanical failure is avoided, and the safety effect of the steering wheel locking device can be effectively improved.

Alternatively, when the vehicle running state is the running state, if the lock-up member is in the lock-up state and the clutch is in the closed state, the vehicle running mode is switched to the automatic driving mode.

Optionally, if the vehicle steering wheel state is a rotation limited state, the clutch is controlled to be closed to limit steering wheel rotation.

Alternatively, if a steering ratio adjustment request is received, the clutch is controlled to be closed to restrict the steering wheel from rotating when the steered wheel rotates to the steering angle limit position after the steering ratio is adjusted.

In a third aspect, embodiments of the present application provide a vehicle apparatus, including: a vehicle body, a steering wheel, a sensor, and a first driving motor for driving the steering wheel;

the vehicle body is provided with a memory, a controller, a communication assembly and man-machine interaction equipment;

the memory is used for storing one or more computer instructions; the controller is to execute the one or more computer instructions to: steps in the steer-by-wire locking method are performed.

In a fourth aspect, embodiments of the present application provide a computer program product stored thereon, which when executed, enables steps in a steer-by-wire locking method.

The method, the device and the product for locking the steering wheel by the wire are applied to the device for locking the steering wheel by the wire, and the device comprises a controller, a clutch and a locking part; the controller is used for determining the running state of the vehicle; according to the running state of the vehicle, adjusting the locking relation between the locking component and the clutch; if the locking relation is in an unlocked state, controlling the clutch to be closed according to the state of the steering wheel of the vehicle so as to limit the steering wheel to rotate; and if the locking relation is in a locking state, limiting the closing of the clutch through the locking component when the clutch receives a closing command. By the above-described configuration, the steering wheel is restricted by the clutch, and at the same time, the clutch can be restricted by the lock member according to the running state of the vehicle in order to avoid the occurrence of the situation in which the steering wheel is restricted by the erroneous operation of the clutch. Even if the clutch has an error closing instruction, the clutch can be limited to be closed by the locking part, so that the safety effect and reliability of the steering wheel locking device can be effectively improved.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiments of the application and together with the description serve to explain the application and do not constitute an undue limitation to the application. In the drawings:

fig. 1 is a schematic structural diagram of a steer-by-wire system of a vehicle according to an embodiment of the present application;

fig. 2 is a schematic structural diagram of a steering wheel locking device according to an embodiment of the present application;

FIGS. 3a and 3b are schematic diagrams illustrating an operating state of a locking member and a clutch according to an embodiment of the present disclosure;

fig. 4 is a schematic flow chart of a steering wheel locking method according to an embodiment of the present application;

fig. 5 is a schematic structural diagram of a vehicle device according to an embodiment of the present application;

fig. 6 is a schematic diagram of a steering wheel locking device according to an embodiment of the present application.

Detailed Description

In order to enable those skilled in the art to better understand the present invention, the following description will make clear and complete descriptions of the technical solutions according to the embodiments of the present invention with reference to the accompanying drawings.

In some of the flows described in the description of the invention, the claims, and the figures described above, a number of operations occurring in a particular order are included, and the operations may be performed out of order or concurrently with respect to the order in which they occur. The sequence numbers of operations such as 101, 102, etc. are merely used to distinguish between the various operations, and the sequence numbers themselves do not represent any order of execution. In addition, the flows may include more or fewer operations, and the operations may be performed sequentially or in parallel. It should be noted that, the descriptions of "first" and "second" herein are used to distinguish different messages, devices, modules, etc., and do not represent a sequence, and are not limited to the "first" and the "second" being different types.

Firstly, it should be noted that the technical scheme of the application is realized based on a vehicle steer-by-wire system. Fig. 1 is a schematic structural diagram of a steer-by-wire system of a vehicle according to an embodiment of the present application. As can be seen from fig. 1, the vehicle steer-by-wire system includes three main parts of a column assembly 1, a steering actuator assembly 2, and a controller (Electronic Control Unit, ECU, electronic control unit), and if necessary, an auxiliary system such as a power supply and the like.

The column assembly 1 includes a steering wheel 11, a sensor 12 (including, for example, a rotation angle sensor, a torque sensor, an angular velocity sensor, etc.), a first drive motor 13 of the steering wheel. The steering wheel, the sensor and the first driving motor are connected through a pipe column. The primary function of the column assembly is to communicate the driver's steering intent (e.g., by measuring steering wheel angle) to the controller; and meanwhile, the moment control signal sent by the controller is received to generate a steering wheel aligning moment so as to provide corresponding hand feeling and/or road feeling information for a driver. The steering execution assembly comprises a front wheel steering angle sensor, a steering wheel driving motor controller, a front wheel steering assembly (such as a rack and a pull rod mechanical assembly) and the like. The steering execution assembly 2 has the function of receiving the command of the controller, and controlling the steering wheels to rotate through the steering wheel driving motor controller so as to realize the steering intention of a driver.

For easy understanding, the technical scheme of the present application will be described below in connection with specific embodiments.

Fig. 2 is a schematic structural diagram of a steering wheel locking device according to an embodiment of the present application. As can be seen from fig. 2, the device comprises a clutch 22 connected to a column 223 of the steering wheel, and a locking member 23 arranged adjacent to said clutch 22.

The clutch 22 includes a first clutch member 221 and a second clutch member 222.

When the second clutch member 222 is in the first position, the first clutch member 221 and the second clutch member 222 are closed, and the steering wheel is limited from rotating.

When the second clutch member 222 is located at the second position, the first clutch member 221 is separated from the second clutch member 222, and the locking member 23 locks the second clutch member 222 to prevent the first clutch member 221 from being closed with the second clutch member 222.

The vehicle further comprises: and a controller 21 for controlling the operation states of the clutch 22 and the lock member 23 according to the judgment results of the vehicle running state and the vehicle steering wheel state. The first position is the engaged position of the clutch, and the second position is the disengaged position of the clutch.

For ease of understanding, the main structural relationships associated with a steering wheel in a steer-by-wire system are described below in connection with FIG. 2. The steering wheel is mechanically connected to the first drive motor 13 and the clutch 22 via a pipe string. As previously described, the first drive motor is used to generate a feedback drive force to the steering wheel 24, thereby enabling the driver to perceive the feedback force generated by the steering wheel. In other words, the feedback driving force received by the steering wheel 24 is simulated by the first driving motor 13. In some situations, such as when the vehicle is in a sand or puddle, the steering wheel cannot rotate, and if the user does not know the situation and frequently rotates the steering wheel with force, damage may be caused to the steering wheel, the first drive motor, the pipe column, the rack and other components. Thus, the steering wheel can be locked by the clutch, and the locked steering wheel can not rotate in a certain direction (the reverse direction can rotate or the rotation can be allowed in a certain angle range), or the steering wheel can not rotate at all due to complete locking.

The locking member 23 may be any member capable of locking, such as an electromagnetic lock, an air pressure lock, or a hydraulic lock.

The clutch 22 may be an electromagnetic clutch, a hydraulic clutch, a pneumatic clutch, a mechanical clutch, or the like. The operating principle of the clutch element in the clutch may include a snap-in closure, a friction-type engagement (e.g. the clutch element is in the form of a clutch plate), etc. The present application describes a friction clutch comprising two clutch plates as an example.

In practical applications, the clutch 22 performs a steering wheel restriction operation after being determined according to various conditions. However, it is inevitable that the clutch 22 is erroneously closed due to a problem of a condition error, a detection error, a disturbance, or the like. If false closure occurs, this indicates that the driver will not be able to turn the steering wheel any more. Thus, in order to avoid the occurrence of a false clutch closing condition, the clutch may be locked by a locking member. The clutch locked by the locking component cannot be closed, so that the steering wheel can be ensured to work normally; even if the clutch receives an error signal or performs an error action, the normal operation of the steering wheel is not limited. Specifically, the locked and unlocked states of the clutch by the lock-up member will be exemplified by the following examples.

The operating state of the lock-up member (whether in the extended state or the retracted state) and the operating state of the clutch are controlled by the controller. The controller can comprehensively determine the working states of the clutch and the locking component according to the running state of the vehicle, the steering wheel state of the vehicle and the like. For example, the steering wheel is not allowed to be restrained by the clutch when the vehicle is in a running state. Because the driver cannot control and adjust the direction of the running vehicle once being limited, the safety of the vehicle is threatened, and therefore, when the controller judges that the current running state of the vehicle is in the running state, the locking component is controlled to lock the clutch.

Fig. 3a and 3b are schematic diagrams of a locking component and a clutch operating state according to an embodiment of the present application. Wherein fig. 3a shows the clutch in a closed state, the clutch restraining the steering wheel; 3b shows that the locking member locks the clutch when the clutch is in the disengaged state, and the steering wheel can be rotated normally. The clutch 22 includes: a first clutch member 221 and a second clutch member 222. Wherein the first clutch member 221 is coupled to a tubular string 223; when the first clutch part 221 and the second clutch part 222 are closed, the steering wheel is limited to rotate; when the first clutch part 221 is in a disengaged state from the second clutch part 222, a feedback force between the steering wheel and the torque generator (i.e., the first driving motor 13) is fed back through the pipe string 223.

In practice, the first clutch member 221 is connected to the tubular string 223, and the second clutch member 222 is movable in a direction toward or away from the first clutch member. When the first clutch member and the second clutch member are in a disengaged state, the second clutch member is positioned adjacent to the locking member. As can be seen in fig. 3b, the locking member 23 includes a locking mechanism 231 (e.g., an electromagnetic mechanism) and a locking tongue 232. When the clutch needs to be locked by the locking component 23, the lock tongue 232 stretches out under the driving of the locking mechanism 231 to lock the second clutch component, and even if the clutch is closed by driving signals, the second clutch component cannot be closed with the first clutch component under the blocking action of the lock tongue. The locking part plays a good role in preventing, and the occurrence of the problem of false closing of the clutch can be effectively reduced or prevented. Generally, when the running state of the vehicle is a running state, to ensure that the steering wheel can normally work (for example, a driver can rotate according to needs), the second clutch component is locked at the separation position through the lock tongue, so that the situation that the steering wheel is limited during running of the vehicle is ensured, and the safety effect of the steering wheel locking device can be effectively improved.

In one or more embodiments of the present application, when the vehicle running state is the running state, if the lock-up member is in the locked-up state and the clutch is in the closed state, the vehicle running mode is switched to the automatic driving mode.

In practical application, if the locking component is in a locking state and the clutch is in a closed state, the locking failure of the locking component of the current vehicle is indicated. That is, the current clutch is in the engaged state, the steering wheel cannot normally rotate, and the driver cannot control the vehicle by controlling the steering wheel. However, since the steer-by-wire system has no direct mechanical connection between the steering wheel in the upper steering system and the steered wheels in the lower steering system, the steered wheels can be rotated normally even if the steering wheel cannot be rotated normally. Therefore, the vehicle running mode can be switched to the automatic driving mode, and the steering wheels in the lower steering system are directly controlled by the controller.

In one or more embodiments of the present application, if the vehicle steering wheel condition is a rotation limited condition, the clutch is controlled to close to limit steering wheel rotation.

In practical applications, the rotation-limited state can be understood as that the steering wheel of the vehicle is blocked from normal rotation, and if the steering wheel is forced to rotate to control the steering wheel to rotate, damage to precision devices such as a motor, a rack and the like is easily caused, for example, the control accuracy of the vehicle is affected, or certain parts are damaged. Thus, steering wheel rotation may be limited by a clutch, specifically by controlling clutch pull.

In one or more embodiments of the present application, if a steering ratio adjustment request is received, the clutch is controlled to close to restrict the steering wheel from rotating when the steered wheel rotates to a steering angle limit position after the steering ratio is adjusted.

In practical application, the upper steering system and the lower steering system in the steer-by-wire system do not have direct mechanical connection relation, and a user can adjust the steering ratio according to the needs. It will be readily appreciated that the maximum angle at which the steering wheel is allowed to turn is different for different steering ratios, for example 360 for some steering ratios and 180 for some steering ratios. Therefore, when the steering ratio is adjusted, the rotation of the steering wheel can be restricted by clutch suction according to the steering angle limit position corresponding to the latest steering ratio.

Fig. 4 is a schematic flow chart of a steering wheel locking method according to an embodiment of the present application. The method can be applied to a steering wheel lock-up device on a vehicle, wherein the device comprises a controller, a clutch and a lock-up component.

The method specifically comprises the following steps:

step 401: the controller is configured to determine a vehicle operating condition.

Step 402: and adjusting the locking relation between the locking component and the clutch according to the running state of the vehicle.

Step 403: and if the locking relation is in an unlocked state, controlling the clutch to be closed according to the state of the steering wheel of the vehicle so as to limit the rotation of the steering wheel.

And if the locking relation is in a locking state, limiting the closing of the clutch through the locking component when the clutch receives a closing command.

In practical applications, the controller is capable of controlling the operating states of the clutch and the locking member based on the collected vehicle operating state and vehicle steering wheel state. Wherein,

the clutch is used to limit the rotation of the steering wheel. When the clutch is in a closed state, the steering wheel is limited to rotate; when the clutch is disengaged, the steering wheel rotates within a certain range under the restraint of the rack, because the range of rotation of the steering wheel is limited by the effective travel of the rack.

The locking part is used for locking the clutch, and when the lock tongue in the locking part stretches out, the clutch is locked, so that the clutch can be prevented from being closed. When the bolt in the locking component is retracted, the clutch can be freely closed or disengaged as desired.

The running state of the vehicle, including the running state and the stationary state, can be determined in various manners, for example, by a gyroscope, by a vehicle gear, by an acceleration sensor, and the like, and the running state of the vehicle can be acquired.

The steering wheel state of the vehicle includes a free rotation state, a non-rotation state of a certain direction or angle, a complete non-rotation state, etc. within a range calibrated in advance.

In one or more embodiments of the present application, the adjusting the locking state between the locking member and the clutch according to the vehicle running state includes: if the vehicle running state is the vehicle running state, adjusting the locking relation between the locking component and the clutch to be a locking state so as to limit the clutch to be closed; and if the vehicle running state is the vehicle stop state, adjusting the locking relation between the locking component and the clutch to be the unlocking state.

In practical applications, if the vehicle is traveling, this means that the driver needs to control the traveling direction of the vehicle through the steering wheel. Therefore, when the controller detects that the vehicle is in a running state or receives information such as that the vehicle speed is not zero, the locking component is controlled to lock the clutch.

For example, when the driver completes the vehicle start-up and adjusts the shift to the forward or reverse gear, the controller senses that the vehicle is ready to run, the clutch will be disengaged, and the lock-up member is controlled to lock up the clutch, that is, the lock-up relationship between the lock-up member and the clutch is in a locked state.

If the vehicle is in a power-off stop state, which indicates that the current driver has no control requirement on the steering wheel, the controller can control the clutch to be closed at the moment, so that the steering limitation of the steering wheel is realized. Of course, if the vehicle is not powered off in a stopped state, such as in a play mode, the clutch will not be closed and steering of the steering wheel will not be restricted.

For example, when the vehicle is stopped from traveling (the vehicle speed is reduced to zero, or the gear is changed from the forward or reverse gear to neutral N or park P), the lock member is changed from the locked state to the unlocked state (the lock tongue is adjusted from the extended state to the retracted state), and then the clutch is adjusted from the disengaged state to the closed state, and the clutch restricts the steering of the steering wheel.

The clutch and the locking component can be respectively connected with the signal through different output ports of the same controller, so that the control of the working states of the clutch and the locking component can be realized through the same controller, and the working turntables of the clutch and the locking component can not be simultaneously controlled through the same output port. Because if the command output by the output port is wrong, the error conditions that the clutch is closed and the locking part is locked can be caused; the locking member cannot provide a safety effect against the occurrence of a malfunction of the clutch. Preferably, the different output ports correspond to different vehicle running states and detection and judgment algorithms of the states of the steering wheels of the vehicle. Of course, two controllers can be used for respectively controlling the locking component and the clutch, so that mutual interference is avoided, and the safety protection effect of error closing of the clutch placed by the locking component is improved.

In one or more embodiments of the present application, adjusting the locking relationship between the locking member and the clutch to a locked state includes: a locking signal is sent to the locking component to adjust the locking relationship to a locked state by a locking tongue in the locking component.

As described above, when the vehicle is in a traveling state or when the vehicle is in a maintenance state, there is a need for rotation of the steering wheel and the steered wheels. When the controller knows that the vehicle is in a running state or an overhaul state, the controller sends a locking signal to the locking part, the locking part lock tongue stretches out to limit the second clutch part, and the locking of the clutch is realized through the lock tongue of the locking part. The above condition for sending the locking signal is taken as an example, and does not constitute a display of the technical solution of the present application, and in practical application, the controller will send the locking signal to the locking component when there is a need for rotating the steering wheel.

In one or more embodiments of the present application, in response to the lockup signal, a lockup failure indication is generated if lockup is unsuccessful or the clutch is closed.

Under the condition that the locking requirement is met on the clutch, if the locking component is not capable of successfully locking the clutch under the control of the controller or the clutch is found to be in a closed state when the locking is required, the locking component is considered to be failed in locking, and locking failure prompt information is sent to a driver and/or related technicians so as to guide the driver and/or the related technicians to check the locking failure problem. The occurrence of the situation that the clutch is closed by mistake is effectively prevented.

In one or more embodiments of the present application, after generating the lock failure prompt information, the method further includes: the vehicle running mode is switched to the automatic driving mode.

As described above, if the lock failure is found during the running of the vehicle and the problem cannot be immediately solved after the lock failure prompt message is sent, the driving permission can be adjusted to ensure the safety of the vehicle. The driving mode of the vehicle is switched to the automatic driving mode, and the vehicle is automatically controlled to run towards the destination or the vehicle is automatically controlled to stop safely. By the above-mentioned scheme, when the clutch is erroneously closed and the locking component cannot timely prevent the occurrence of the problem of the erroneous closure, the steering wheel and the steering wheel are not in mechanical connection in the steer-by-wire system, and the steering wheel is limited to rotate, but the steering wheel is not limited to rotate, so that the safe running of the vehicle can be ensured by switching running modes. Thereby the safety effect of the steering wheel locking device can be further improved.

For example, a vehicle typically controls clutch disengagement prior to starting, and the clutch is locked by a locking member. However, the controller will attempt to control the locking member to lock the clutch after the problem is found, because there may be some cause (e.g., occurrence of signal disturbance, generation of an erroneous instruction indicating that the locking member is unlocked and the clutch is closed, or various unpredictable factors such as failure of the clutch to disengage). If the locking fails, the driver cannot safely and effectively control the vehicle. Although the clutch locks the steering wheel for some error reasons, the steering wheel in the steer-by-wire system does not have a mechanical connection with the steering wheel, meaning that the steering wheel can be controlled to rotate even if the steering wheel is restrained. At this time, in order to secure the safety of the vehicle, the vehicle may be switched to an automatic driving mode, and the vehicle steering wheel may be controlled so that the vehicle travels toward the destination or is stopped near the side.

In one or more embodiments of the present application, controlling the clutch to close according to the vehicle steering wheel state to limit steering wheel rotation includes: if the state of the steering wheel of the vehicle is in a rotation limited state, disabling a drive-by-wire signal between the steering wheel and the steering wheel; the clutch is controlled to close to limit steering wheel rotation.

As can be seen from the foregoing, in the steer-by-wire system, the steering wheel and the steered wheel are not in mechanical connection. When the steering wheel needs to be locked, in order to avoid the steering wheel after locking from generating driving force to the steering wheel under the intentional or unintentional rotation of the driver and damaging the steering wheel and related mechanical components, the transmission capability of the drive-by-wire signals between the steering wheel and the steering wheel can be blocked, that is, under the condition that the clutch is closed and the steering wheel is limited to rotate, even if the driver slightly rotates the steering wheel, the steering wheel cannot rotate along with the steering wheel, and the protection effect on the steering wheel and related mechanical components can be further improved.

In one or more embodiments of the present application, further comprising: determining a limiting angle for limiting the steering wheel when the clutch is closed; when the steering wheel rotates within the limited angle range, the clutch is controlled to be separated, and the locking component is controlled to lock the separated clutch.

In practical application, if the current vehicle is in the getting-out mode (for example, the vehicle automatically judges that the current vehicle is in the getting-out mode or the driver triggers the start-up getting-out mode), after the steering wheel rotates by a certain angle, one side is found to be blocked for the first time (for example, when the steering wheel detects that the blocking torque is greater than a certain threshold value), when the steering wheel is continuously rotated, the steering wheel is limited to rotate through the clutch, the angle calibration is performed on the steering wheel, and the corresponding limiting angle when the steering wheel is limited to rotate is recorded. When the steering wheel is sensed to be rotated in a reverse direction (e.g., the steering wheel is subjected to a force of the reverse rotation), the clutch is disengaged and the locking member is controlled to lock the clutch, allowing the steering wheel to be rotated in the reverse direction. The user needs to rotate within a limited angular range during subsequent rotation of the steering wheel. In addition, the limiting angle can be flexibly adjusted according to the requirement, for example, when the clamped position of the steering wheel changes and the detected blocking moment changes (for example, decreases or disappears), the limiting angle can be recalibrated, and the limiting angle can be adaptively adjusted.

For example, when the vehicle is sunk in a sand or a puddle, steering is limited, that is, it is impossible to steer in a large range, but steering may be attempted in a small range. Because of the need for a vehicle to get rid of the problem, the steering wheel of the vehicle needs to rotate within a certain range. It is assumed that the steerable wheel can be turned through a range of sixty degrees (e.g., 0-60, where 0 may be any position). When the steering wheel is detected to be turned to a 60 position, the clutch is closed, and the steering wheel is limited to rotate. When rotating in the range of less than 60 °, the clutch is disengaged and is locked by the locking member, preventing the clutch from closing. The driver controls the vehicle to get rid of poverty, or the vehicle starts the mode of getting rid of poverty to get rid of poverty automatically. Through the scheme, the rotation of the steering wheel is limited by the clutch, so that the steering wheel and related mechanical parts can be effectively protected, and meanwhile, the steering wheel is allowed to rotate in a safety range, so that a driver can control the vehicle to finish the established tasks such as getting rid of poverty.

In one or more embodiments of the present application, further comprising: if the locking relation between the locking component and the clutch is in a locking state and a control signal for controlling the closing of the clutch is detected, the closing of the clutch is limited through the locking component, and error prompt information is generated.

In practical application, the clutch is ensured to be in a disengaged state when the clutch is locked by the locking component. When the locking part completes the locking work, if a control signal for controlling the closing of the clutch appears, a contradictory relation exists between the working state of the locking part and the control signal of the clutch, which indicates that the control signal may be an error signal or an error occurs in the working state of the locking part. The driver or the associated technician needs to be informed in time to calculate to check for the error condition. Avoiding affecting safe driving of the vehicle.

In one or more embodiments of the present application, controlling the clutch to close according to the vehicle steering wheel state to limit steering wheel rotation includes: responding to a steering ratio adjustment request, and determining an adjusted steering angle limit position; when the vehicle steering wheel condition matches the steering angle limit position, the clutch is controlled to close to limit steering wheel rotation.

Among other vehicles, different driving experiences and driving patterns can be provided to the user. For example, the user may want to experience a racing mode of driving, and further may change the steering wheel to a racing steering wheel similar to a rectangular shape. Accordingly, the steering ratio of the steering wheel in the racing driving mode is different from that in the normal driving mode, that is, when the steering wheel is rotated by the same angle (for example, 90 °), the steering wheel is rotated by 360 ° in the normal driving mode, and the steering wheel is rotated by 90 ° in the racing driving mode.

For example, when the driver sends a switching instruction to the vehicle from the normal driving mode to the racing driving mode through the center console, the vehicle adjusts related performance and parameters according to the requirement, wherein the steering ratio is one of a plurality of parameters to be adjusted. And responding to the steering ratio adjustment request sent by the controller, the steering ratio in the racing driving mode can be known, and the limit position of the steering wheel is correspondingly adjusted. When the steering wheel is turned to an adjusted steering angle limit position (e.g., a 90 limit position), the clutch will close, limiting further steering wheel rotation.

If the driver wants to adjust from the racing mode to the normal mode, the steering angle limit position of the steering wheel is also adjusted from 90 ° to 360 °, in the normal mode, when the steering wheel is turned 360 °, the clutch is closed to restrict the steering wheel from further turning.

Fig. 5 is a schematic structural diagram of a vehicle device according to an embodiment of the present application, as shown in fig. 5, where the vehicle device includes: memory 501 and controller 502. Here, the memory 501 may be a memory independent of the controller 502 or may be a memory built in the controller 502. Fig. 5 shows a schematic structural diagram of a vehicle device with a memory 501 independent of a controller 502, which is only used as an example and is not a limitation of the technical solution of the present application.

The memory 501 is used to store a computer program and may be configured to store various other data to support operations on the vehicle device. Examples of such data include instructions for any application or method operating on the vehicular device, contact data, phonebook data, messages, pictures, videos, and the like.

The Memory 501 may be implemented by any type or combination of volatile or non-volatile Memory devices, such as Static Random-Access Memory (SRAM), electrically erasable programmable Read-Only Memory (Electrically Erasable Programmable Read Only Memory, EEPROM), erasable programmable Read-Only Memory (Electrical Programmable Read Only Memory, EPROM), programmable Read-Only Memory (Programmable Read-Only Memory, PROM), read-Only Memory (ROM), magnetic Memory, flash Memory, magnetic disk, or optical disk.

The vehicle apparatus further includes: a human-machine interaction device 503. A controller 502 coupled to the memory 501 for executing a computer program in the memory 501 for:

determining a vehicle running state;

Optionally, the controller 502 is further configured to adjust a locking relationship between the locking member and the clutch to a locked state to limit the clutch from closing if the vehicle running state is vehicle running;

Optionally, the controller 502 is further configured to send a locking signal to the locking component to adjust the locking relationship to a locked state by a locking tongue in the locking component.

Optionally, the controller 502 is further configured to generate a lock-up failure prompt message if the lock-up is unsuccessful or the clutch is closed in response to the lock-up signal.

Optionally, after generating the lock failure prompt information, the controller 502 is further configured to switch the vehicle running mode to the automatic driving mode.

Optionally, the controller 502 is further configured to disable a drive-by-wire signal between the steering wheel and the steering wheel if the vehicle steering wheel state is a rotation limited state;

the clutch is controlled to close to limit steering wheel rotation.

Optionally, the controller 502 is further configured to determine a limiting angle for limiting the steering wheel when the clutch is closed;

Optionally, the controller 502 is further configured to generate an error notification message by limiting the closing of the clutch by the locking component if the locking relationship between the locking component and the clutch is in a locked state and a control signal for controlling the closing of the clutch is detected.

Optionally, the controller 502 is further configured to determine an adjusted steering angle limit position in response to a steering ratio adjustment request;

The man-machine interaction device 503 in fig. 5 described above includes a screen, which may include a Liquid Crystal Display (LCD) and a Touch Panel (TP). If the screen includes a touch panel, the screen may be implemented as a touch screen to receive input signals from a user. The touch panel includes one or more touch sensors to sense touches, swipes, and gestures on the touch panel. The touch sensor may sense not only the boundary of a touch or slide action, but also the duration and pressure associated with the touch or slide operation.

The audio component 504 of fig. 5 above may be configured to output and/or input audio signals. For example, the audio component includes a Microphone (MIC) configured to receive external audio signals when the device in which the audio component is located is in an operational mode, such as a call mode, a recording mode, and a speech recognition mode. The received audio signal may be further stored in a memory or transmitted via a communication component. In some embodiments, the audio assembly further comprises a speaker for outputting audio signals.

Further, as shown in fig. 5, the vehicle apparatus further includes: communication component 505, power component 506, and other components. Only some of the components are schematically shown in fig. 5, which does not mean that the vehicle device only comprises the components shown in fig. 5.

The communication component 505 of fig. 5 described above is configured to facilitate wired or wireless communication between the device in which the communication component is located and other devices. The device in which the communication component is located may access a wireless network based on a communication standard, such as WiFi,2G, 3G, 4G, or 5G, or a combination thereof. In one exemplary embodiment, the communication component may be implemented based on near field communication (Near Field Communication, NFC) technology, radio frequency identification (Radio Frequency Identification, RFID) technology, infrared data association (Infrared Data Association, irDA) technology, ultra Wideband (UWB) technology, bluetooth technology, and other technologies.

Wherein the power supply unit 506 provides power to various components of the device in which the power supply unit is located. The power components may include a power management system, one or more power sources, and other components associated with generating, managing, and distributing power for the devices in which the power components are located.

Fig. 6 is a schematic diagram of a steering wheel locking device according to an embodiment of the present application, and as shown in fig. 6, the steering wheel locking device includes:

The locking device is applied to a steer-by-wire steering wheel locking device, and comprises a controller, a clutch and a locking part;

the controller includes a determination module 61 for determining a vehicle operating condition.

An adjustment module 62 for adjusting a locking relationship between the locking member and the clutch in accordance with the vehicle operating condition;

and a control module 63 for controlling the clutch to be closed according to the state of the steering wheel of the vehicle to limit the steering wheel to rotate if the locking relation is in the unlocked state.

Optionally, an adjustment module 62 is configured to adjust a locking relationship between the locking member and the clutch to a locked state to limit the clutch from closing if the vehicle running state is vehicle running;

Optionally, the adjustment module 62 is further configured to send a locking signal to the locking component to adjust the locking relationship to a locked state by a locking tongue in the locking component.

Optionally, a generating module 64 is further included for generating a lock-up failure prompt if the lock-up is unsuccessful or the clutch is closed in response to the lock-up signal.

Optionally, a switching module 65 is further included for switching the vehicle running mode to the automatic driving mode after the lock failure prompt message is generated.

Optionally, the control module 63 is configured to disable a drive-by-wire signal between the steering wheel and the steering wheel if the vehicle steering wheel state is a rotation limited state; the clutch is controlled to close to limit steering wheel rotation.

Optionally, a control module 63 for determining a limiting angle for limiting the steering wheel when the clutch is closed;

Optionally, the generating module 64 is further configured to generate an error notification message if the locking relationship between the locking component and the clutch is in a locked state and a control signal for controlling the closing of the clutch is detected, and the closing of the clutch is limited by the locking component.

Optionally, the control module 63 is configured to determine an adjusted steering angle limit position in response to a steering ratio adjustment request;

The embodiment of the application is applied to the steering wheel locking equipment, and the equipment comprises a controller, a clutch and a locking part; the controller is used for determining the running state of the vehicle; according to the running state of the vehicle, adjusting the locking relation between the locking component and the clutch; if the locking relation is in an unlocked state, controlling the clutch to be closed according to the state of the steering wheel of the vehicle so as to limit the steering wheel to rotate; and if the locking relation is in a locking state, limiting the closing of the clutch through the locking component when the clutch receives a closing command. By the above-described configuration, the steering wheel is restricted by the clutch, and at the same time, the clutch can be restricted by the lock member according to the running state of the vehicle in order to avoid the occurrence of the situation in which the steering wheel is restricted by the erroneous operation of the clutch. Even if the clutch has an error closing instruction, the clutch can be limited to be closed by the locking part, so that the safety effect and reliability of the steering wheel locking device can be effectively improved.

Accordingly, the present application also provides a computer-readable storage medium storing a computer program, which when executed is capable of implementing the steps executable by the vehicle device in the above-described method embodiments.

It will be appreciated by those skilled in the art that embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.

The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a controller of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the controller of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

In one typical configuration, a computing device includes one or more Controllers (CPUs), input/output interfaces, network interfaces, and memory.

The memory may include volatile memory in a computer-readable medium, random Access Memory (RAM) and/or nonvolatile memory, such as Read Only Memory (ROM) or flash memory (flash RAM). Memory is an example of computer-readable media.

Computer readable media, including both non-transitory and non-transitory, removable and non-removable media, may implement information storage by any method or technology. The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of storage media for a computer include, but are not limited to, phase change memory (PRAM), static Random Access Memory (SRAM), dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), read Only Memory (ROM), electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory technology, compact disc read only memory (CD-ROM), digital Versatile Disks (DVD) or other optical storage, magnetic cassettes, magnetic disk storage or other magnetic storage devices, or any other non-transmission medium which can be used to store information that can be accessed by a computing device. Computer-readable media, as defined herein, does not include transitory computer-readable media (transmission media), such as modulated data signals and carrier waves.

It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article or apparatus that comprises the element.

The foregoing is merely exemplary of the present application and is not intended to limit the present application. Various modifications and changes may be made to the present application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc. which are within the spirit and principles of the present application are intended to be included within the scope of the claims of the present application.

Claims

1. The steering wheel locking method is characterized by being applied to steering wheel locking equipment, wherein the equipment comprises a controller, a clutch and a locking part;

the controller is used for determining the running state of the vehicle;

according to the running state of the vehicle, adjusting the locking relation between the locking component and the clutch; the method specifically comprises the following steps: if the vehicle running state is the vehicle running state, adjusting the locking relation between the locking component and the clutch to be a locking state so as to limit the clutch to be closed; if the vehicle running state is that the vehicle is stopped, adjusting the locking relation between the locking component and the clutch to be an unlocked state;

if the locking relation is in an unlocked state, controlling the clutch to be closed according to the state of the steering wheel of the vehicle so as to limit the steering wheel to rotate;

If the locking is unsuccessful or the clutch is closed, a locking failure prompt message is generated, and the vehicle running mode is switched to the automatic driving mode.

2. The method of claim 1, wherein adjusting the lockup relationship between the lockup member and the clutch to a lockup state comprises:

a locking signal is sent to the locking component to adjust the locking relationship to a locked state by a locking tongue in the locking component.

3. The method as recited in claim 2, further comprising:

and responding to the locking signal, and if the locking is unsuccessful or the clutch is closed, generating a locking failure prompt message.

4. The method of claim 1, wherein controlling the clutch to close to limit steering wheel rotation based on vehicle steering wheel status comprises:

the clutch is controlled to close to limit steering wheel rotation.

5. The method of claim 1, wherein controlling the clutch to close based on a vehicle steering wheel condition comprises:

6. The method as recited in claim 1, further comprising:

if the locking relation between the locking component and the clutch is in a locking state and a control signal for controlling the closing of the clutch is detected, the closing of the clutch is limited through the locking component, and error prompt information is generated.

7. The method of claim 1, wherein controlling the clutch to close to limit steering wheel rotation based on vehicle steering wheel status comprises:

8. A steer-by-wire lock device, the device comprising: a clutch connected to a column of a steering wheel, and a lock member disposed adjacent to the clutch;

The clutch comprises a first clutch component and a second clutch component;

when the second clutch component is positioned at a second position, the first clutch component is separated from the second clutch component, and the locking component locks the second clutch component so as to prevent the first clutch component from being closed with the second clutch component;

when the vehicle running state is a running state, if the lock member is in a locked state and the clutch is in a closed state, the vehicle running mode is switched to an automatic driving mode.

9. The apparatus of claim 8, wherein the locking member comprises a locking mechanism and a locking tongue;

and when the running state of the vehicle is a running state, the second clutch component is locked at a second position through the lock tongue.

10. The apparatus of claim 8, wherein if the vehicle steering wheel condition is a rotation limited condition, the clutch is controlled to close to limit steering wheel rotation.

11. The apparatus according to claim 8, wherein the clutch is controlled to be closed to restrict the steering wheel from rotating when the steered wheel rotates to the steering angle limit position after the steering ratio is adjusted if the steering ratio adjustment request is received.

12. A vehicular apparatus characterized by comprising: a vehicle body, a steering wheel, a sensor, and a steer-by-wire system;

the vehicle body is provided with a memory and a controller;

the memory is used for storing one or more computer instructions;

the controller is configured to execute the one or more computer instructions for performing the steps in the method of any of claims 1-7.