WO2013033917A1 - Automobile steering control method and system and automobile - Google Patents
Automobile steering control method and system and automobile Download PDFInfo
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- WO2013033917A1 WO2013033917A1 PCT/CN2011/079544 CN2011079544W WO2013033917A1 WO 2013033917 A1 WO2013033917 A1 WO 2013033917A1 CN 2011079544 W CN2011079544 W CN 2011079544W WO 2013033917 A1 WO2013033917 A1 WO 2013033917A1
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- vehicle
- steering
- car
- automobile
- center line
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D7/00—Steering linkage; Stub axles or their mountings
- B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
- B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
- B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
- B62D7/159—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels characterised by computing methods or stabilisation processes or systems, e.g. responding to yaw rate, lateral wind, load, road condition
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D7/00—Steering linkage; Stub axles or their mountings
- B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
- B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
- B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
- B62D7/1509—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels with different steering modes, e.g. crab-steering, or steering specially adapted for reversing of the vehicle
Definitions
- Fig. 1 is a schematic diagram of the ideal inner and outer wheel angles of the car. In Fig. 1, the intersection point 0 is the steering center, 11 is the steering center line, 12 is the front axle, and 13 is the rear axle.
- the vehicle Due to the long length and heavy weight of the multi-axle vehicle, the vehicle must meet the regulatory requirements and meet the minimum requirements. Turning diameter limit, then the steering centerline is generally in the middle of the vehicle or in the middle of the vehicle. There is a problem at this point: If the steering centerline is set in the middle of the vehicle, in order to obtain a smaller turning diameter, the vehicle's passability is improved. Then, when the vehicle is turning at a high speed, the lateral acceleration of the vehicle is larger, the lateral force is increased, and the vehicle is easily tipped over; if the steering center line is set at a position behind the center of the vehicle, in order to obtain the vehicle. The steering stability at high speeds increases the minimum turning diameter of the vehicle and the vehicle's passability deteriorates.
- a primary object of the present invention is to provide a method and apparatus for steering control of an automobile to solve the problem that it is difficult for the vehicle in the prior art to achieve both steering stability and passability.
- a vehicle steering control method is provided.
- the vehicle steering control method of the present invention includes: when the front axle wheel is turned, according to the formula
- an automotive steering control system comprises: a first computing device, configured to calculate a car 7 ', ⁇ ' according to a preset function of a distance from a front axle of the automobile to a steering centerline of the vehicle and a current steering angle of the car.
- the distance from the axle to the steering centerline of the vehicle is such that the vehicle's steering centerline is at the rear of the vehicle while traveling straight, and as the vehicle turns at an angle, the vehicle's steering centerline moves toward the center of the vehicle;
- the z ' and 'axes of the car are respectively located on both sides of the steering center line, 'is a natural number, ⁇ ' and represents the distance from the car z ', the axis to the steering centerline of the vehicle, and the current car steering wheel angle a predetermined functional relationship that causes the vehicle's steering centerline to be at the rear
- an automobile having a steering control system which is the steering control system of the present invention.
- the steering center line of the vehicle is at the rear of the vehicle, and the vehicle has good steering stability, and the vehicle is not prone to lateral tilting during the high-speed cornering of the vehicle;
- the steering center line of the vehicle is in the middle of the vehicle, and the vehicle has the smallest turning diameter, which improves the driving passability of the vehicle. Therefore, the technical solution of the embodiment of the present invention is applied to help balance the steering stability and the passability of the vehicle.
- FIG. 1 is a schematic view of an ideal inner and outer wheel angle relationship of a vehicle
- FIG. 2 is a schematic view of a vehicle steering control method according to an embodiment of the present invention
- FIG. 3 is a schematic view of a steering center line located at a middle portion of a vehicle according to the prior art.
- 4 is a schematic view of the steering center line located behind the center of the vehicle according to the prior art;
- FIG. 5 is a schematic diagram of the steering center line and the instantaneous center track of the vehicle at different corners according to an embodiment of the present invention;
- Step S21 When the front axle wheel is turned, according to formula (2) and formula (3) Rear axle wheel corner. The remaining bridge wheel angles can be determined according to the first bridge.
- Li and ⁇ perform variable processing to establish a functional relationship between Li and the steering wheel angle:
- Step S23 Sending information of the rear axle wheel angle to the steering control system of the automobile.
- the technical solution of this embodiment is further described below.
- the above relationship between ⁇ ' and the steering wheel angle can be a piecewise function, a linear function or a quadratic function, or other functions.
- the steering center line of the vehicle should be at the rear of the vehicle when the vehicle is traveling straight, and as the turning angle of the vehicle increases, the steering center line of the vehicle moves toward the middle of the vehicle.
- L j L j -mm + ( VL j -max - L j -mm ) x. ⁇
- a - ⁇ and ⁇ represent the minimum distance from the car's ⁇ , axle to steering centerline; ⁇ - ⁇ and -max represent the car's Z ', the maximum distance from the axle to the steering centerline, indicating the steering wheel angle, ⁇ Indicates the steering wheel limit position corner. It is determined when the car is designed.
- the connection of the steering center of the steering axle of the steering axle at different corners in this embodiment is a curve, and is a monotonous, smooth curve; after the curve, the steering of the vehicle can be determined at different wheel angles.
- the centerline is different, gradual, and one-way, meaning that the steering centerline is not unique. This is the only way to control the steering centerline that is different from the prior art.
- Figure 3 is a schematic view of the steering centerline in the middle of the vehicle according to the prior art, wherein 31 is the front axle, 32 is the frame, 33 is the rear axle, and 34 is the central steering centerline.
- 4 is a schematic view of the steering center line located behind the center of the vehicle according to the prior art, wherein 41 is the front axle, 42 is the frame, 43 is the rear axle, and 44 is the rearward steering centerline.
- the steering center lines of the vehicle at different corners and small corners are different, and the instantaneous center of the steering at different corners forms a transient trajectory, as shown by curve H in FIG. 5, FIG. 5 is according to the present invention.
- 51 is the front axle
- 52 is the frame
- 53 is the rear axle
- 54 is the curve H, indicating the trajectory formed by the instantaneous steering center
- 55 is the steering center line at the big corner
- 56 is the steering center line at the small corner.
- 57 is a steering center line at a certain angle between the above-mentioned large corner and small corner.
- the steering center line of the vehicle is at the rear of the vehicle when traveling in a straight line, and as the turning angle of the vehicle increases, the steering center line of the vehicle moves toward the middle of the vehicle, so that the steering system is on the steering wheel.
- FIG. 6 is a schematic diagram of a vehicle steering control system in accordance with an embodiment of the present invention. As shown in FIG.
- the vehicle steering control system 60 primarily includes a first computing device 61, a second computing device 62, and a transmitting device 63.
- a first computing device 61 '' from the steering shaft to the center line of the vehicle is calculated as a function of the current steering wheel angle and the second car z ',' distance from the center line of the vehicle steering shaft according to a predetermined first car z , causing the vehicle's steering center line to be at the rear of the vehicle while traveling in a straight line, and as the vehicle turning angle increases, the vehicle's steering center line moves toward the middle of the vehicle;
- the preset function here
- the relationship may be a piecewise function, a linear function, or a quadratic function, and specifically may be a function represented by the equations (6) and (7).
- the automobile in the embodiment of the present invention has a steering control system using the steering control system in the embodiment of the present invention.
- the vehicle may be a multi-bridge vehicle, wherein the wheel angle of each bridge may be determined according to the technical solution in the embodiment according to the corner of the first bridge, and the wheel angle of the first bridge passes through the existing steering wheel angle and the first bridge wheel. The relationship of the corners is determined.
- the technical solution of the embodiment when the vehicle tends to travel straight, the steering center line of the vehicle is at the rear of the vehicle, and the vehicle has good steering stability, and the vehicle is not prone to lateral tilting when the vehicle is turning at a high speed; When in a sharp bend, the vehicle's steering center line is in the middle of the vehicle, and the vehicle has the smallest turning diameter, which improves the vehicle's driving passability. Therefore, the technical solution of the embodiment of the present invention is applied to help balance the steering stability and the passability of the vehicle.
- the above modules or steps of the present invention can be implemented by a general-purpose computing device, which can be concentrated on a single computing device or distributed over a network composed of multiple computing devices.
- the invention is not limited to any specific combination of hardware and software.
- the above is only the preferred embodiment of the present invention, and is not intended to limit the present invention, and various modifications and changes can be made to the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and scope of the present invention are intended to be included within the scope of the present invention.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- Theoretical Computer Science (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
Abstract
An automobile steering control method comprising: when wheels of a front axle (51) turn, determining a turning angle of wheels of a rear axle (52) on the basis of the formula of L
i cot(α
i )=L
j cot(α
j ) and the formula of L
i cot(β
i )=L
j cot(β
j ), where α
i and α
j respectively represent the turning angles of outside wheels of the ith and of the jth axles of an automobile, β
i
and β
j respectively represent the turning angles of inside wheels of the ith and of the jth axles of the automobile, the ith and the jth axles of the automobile respectively are arranged on two sides of a turning centerline, L
i
and L
j respectively represent the distances from the ith and the jth axles of the automobile to the turning centerline, and form a predetermined functional relationship with the current turning angle of a steering wheel of the automobile; transmitting information of the turning angle of the wheels of the rear axle (52) to a steering control system (60) of the automobile. Both the automobile steering control system and the automobile comprising the steering control system employ the control method, which allows for consideration to be given to both steering stability and navigability of the automobile.
Description
汽车转向控制方法与***以及汽车 技术领域 本发明涉及一种汽车转向控制方法与***以及汽车。 背景技术 汽车在转向时， 为了减少轮胎的磨损和行驶阻力， 要求所有车轮均做纯滚动而无 滑动， 或只有极小的滑移。 显然这是一种理想的内外轮转角关系， 只有在所有车轮的 轴线都相交于一点方能实现， 如图 1所示， 图 1是汽车理想的内外轮转角关系的示意 图。 在图 1中， 交点 0 为转向中心， 11为转向中心线， 12为前桥， 13为后桥。 在一 般转向条件下， 每个车轮的转向半径是不同的。 根据汽车理论知识可知， 同一转向轴 上的两个转向车轮转角， 即外侧车轮的偏转角 和内侧车轮的偏转角 之间应满足式 ( 1 ) 即阿克曼公式。 cot(i¾ ) - cot(^ ) =― BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automobile steering control method and system and an automobile. BACKGROUND OF THE INVENTION When a car is turning, in order to reduce tire wear and running resistance, all wheels are required to be purely rolled without slipping, or with minimal slippage. Obviously, this is an ideal relationship between the inner and outer wheel angles. It can only be achieved if the axes of all the wheels intersect at one point. As shown in Fig. 1, Fig. 1 is a schematic diagram of the ideal inner and outer wheel angles of the car. In Fig. 1, the intersection point 0 is the steering center, 11 is the steering center line, 12 is the front axle, and 13 is the rear axle. Under normal steering conditions, the steering radius of each wheel is different. According to the theoretical knowledge of the automobile, the two steering wheel angles on the same steering shaft, that is, the deflection angle of the outer wheel and the deflection angle of the inner wheel should satisfy the formula (1), that is, the Ackerman formula. Cot(i3⁄4 ) - cot(^ ) =―
( 1 ) 式中 表示汽车第 z '轴外轮转角， 表示汽车第 z '轴内轮转角， z '取自然数； B表 示左、 右车轮分别绕车桥旋转的轴线 （主销） 与地面的两个交点之间的距离， '表示 第7'轴到转向中心线的距离。 另外， 不同转向轴的同一侧车轮的转角关系应满足式（2) 和式 （3 )。 (1) where the car's z ' axis outer wheel angle is expressed, indicating the car's z ' axis inner wheel angle, z 'takes the natural number; B indicates the left and right wheels respectively rotating around the axle (master pin) and the ground two The distance between the intersections, 'represents the distance from the 7th axis to the steering centerline. In addition, the angle of rotation of the same side wheel of different steering shafts should satisfy equations (2) and (3).
J, cot(i¾ ) = L . cot(a}. ) ( 2 ) J, cot(i3⁄4 ) = L . cot(a } . ) ( 2 )
Li cot(^i) = L]. cot(^] ) ( 3 ) 式中 和 '分别表示汽车第^ · '轴外侧轮转角， 和 '分别表示汽车第^ · '轴 内侧轮转角， 为自然数， ^'和 表示汽车第^ 轴到转向中心线的距离。 第一 桥与方向盘通过机械杆系连接， 并且该机械杆***设计时满足式 （1 )， 因而第一桥车 轮转角 、 也由方向盘转角确定。
现有的多桥车辆转向***， 机械转向桥和电控转向桥在正常行驶时， 转向中心线 保持不变， 由于多轴车辆整车长度长， 重量大， 要使车辆符合法规要求， 符合最小转 弯直径限值， 那么转向中心线普遍处在车辆中间或中间偏后， 此时就存在一个问题： 如果转向中心线设定在车辆中间， 以便取得较小的转弯直径使车辆的通过性改善， 那 么在车辆高速拐弯时， 车辆侧向加速度就较大， 侧向力也就增大， 车辆就很容易发生 倾翻； 如果转向中心线设定在车辆中间偏后的某一位置时， 以便获得车辆高速行驶的 操纵稳定性， 那么车辆的最小转弯直径就会增大， 车辆的通过性就会变差。 也就是说， 现有的车辆难以兼顾其操纵稳定性和通过性。 在现有技术中， 车辆难以兼顾操纵稳定性和通过性， 对于该问题， 目前尚未提出 有效解决方案。 发明内容 本发明的主要目的是提供一种汽车转向控制方法与装置， 以解决现有技术中车辆 难以兼顾操纵稳定性和通过性的问题。 为了实现上述目的， 根据本发明的一个方面， 提供了一种汽车转向控制方法。 本发明的汽车转向控制方法包括： 在前桥车轮转向时， 根据公式L i cot(^ i ) = L ] . cot(^ ] ) ( 3 ) where the sum is 'representing the outer wheel angle of the car's ^· ' axis, respectively, and 'representing the inner wheel angle of the car's ^ · ' axis respectively, The natural number, ^' and the distance from the car's ^ axis to the steering centerline. The first bridge is connected to the steering wheel by a mechanical linkage, and the mechanical linkage system is designed to satisfy equation (1), so that the first axle wheel angle is also determined by the steering wheel angle. The existing multi-bridge vehicle steering system, mechanical steering axle and electronically controlled steering axle maintain the same steering centerline during normal driving. Due to the long length and heavy weight of the multi-axle vehicle, the vehicle must meet the regulatory requirements and meet the minimum requirements. Turning diameter limit, then the steering centerline is generally in the middle of the vehicle or in the middle of the vehicle. There is a problem at this point: If the steering centerline is set in the middle of the vehicle, in order to obtain a smaller turning diameter, the vehicle's passability is improved. Then, when the vehicle is turning at a high speed, the lateral acceleration of the vehicle is larger, the lateral force is increased, and the vehicle is easily tipped over; if the steering center line is set at a position behind the center of the vehicle, in order to obtain the vehicle. The steering stability at high speeds increases the minimum turning diameter of the vehicle and the vehicle's passability deteriorates. That is to say, it is difficult for existing vehicles to balance their steering stability and passability. In the prior art, it is difficult for a vehicle to balance steering stability and passability, and an effective solution has not been proposed for this problem. SUMMARY OF THE INVENTION A primary object of the present invention is to provide a method and apparatus for steering control of an automobile to solve the problem that it is difficult for the vehicle in the prior art to achieve both steering stability and passability. In order to achieve the above object, according to an aspect of the invention, a vehicle steering control method is provided. The vehicle steering control method of the present invention includes: when the front axle wheel is turned, according to the formula
Li eQt("') = Li CQt( )和公式 '' C, = Li∞t(A)确定后桥车轮转角，其中， 和 ^分 别表示汽车第 z'、 '轴外侧轮转角， 和 '分别表示汽车第 z'、 '轴内侧轮转角， 所述 汽车第 z'、 '轴分别位于所述转向中心线两侧， z'、 '为自然数， '和^ '表示汽车第 z'、 L i eQt ("') = L i CQt ( ) and the formula '' C , = L i ∞t (A) determine the rear axle wheel angle, where , and ^ respectively represent the car's z ', 'axis outer wheel angle, And 'representing the car's z ' and 'shaft inner wheel angles respectively, the car's z ' and 'axes are respectively located on both sides of the steering center line, z ', 'is a natural number, 'and ^ ' denotes the car z ' ,
·/'轴到车辆的转向中心线的距离， 并且与当前汽车方向盘转角成预设的函数关系， 使 得车辆在直线行驶时车辆的转向中心线处于车辆的后部，并随着车辆转弯角度的加大， 车辆的转向中心线向车辆中部移动； 向汽车的转向控制***发送所述后桥车轮转角的 信息。 根据本发明的另一方面， 提供了一种汽车转向控制***。 本发明的汽车转向控制***包括： 第一计算设备， 用于根据预设的汽车第^ · '轴 到车辆的转向中心线的距离与当前汽车方向盘转角的函数关系计算汽车第7 '、■'轴到车 辆的转向中心线的距离， 使得车辆在直线行驶时车辆的转向中心线处于车辆的后部， 并随着车辆转弯角度的加大， 车辆的转向中心线向车辆中部移动； 第二计算设备， 用 于根据公式在前桥车轮转向时， 根据公式 ^ eot ^ ^ eot ^) 和公式
' eC t(A) = ^'∞t(A)确定后桥车轮转角； 其中， 和 '分别表示汽车第 z'、 轴外侧 轮转角， 和 '分别表示汽车第 z'、 '轴内侧轮转角， 所述汽车第 z'、 '轴分别位于所 述转向中心线两侧， '为自然数， ^'和 表示汽车第 z'、 '轴到车辆的转向中心线 的距离， 并且与当前汽车方向盘转角成预设的函数关系， 使得车辆在直线行驶时车辆 的转向中心线处于车辆的后部， 并随着车辆转弯角度的加大， 车辆的转向中心线向车 辆中部移动； 发送设备， 用于向汽车的转向控制***发送所述后桥车轮转角的信息。 根据本发明的又一方面， 提供了一种汽车， 该汽车具有转向控制***， 该转向控 制***为本发明的转向控制***。 根据本发明的技术方案， 在车辆趋于直线行驶时， 车辆的转向中心线处于车辆后 部， 这时车辆具有良好的操纵稳定性， 在车辆高速过弯道不易发生侧向倾翻； 在车辆 处于急弯行驶时， 车辆的转向中心线处于车辆中部， 此时车辆具有最小的转弯直径， 提高了车辆的行驶通过性。 因此应用本发明实施例的技术方案， 有助于兼顾车辆的操 纵稳定性和通过性。 附图说明 说明书附图用来提供对本发明的进一步理解， 构成本申请的一部分， 本发明的示 意性实施例及其说明用于解释本发明， 并不构成对本发明的不当限定。 在附图中： 图 1是汽车理想的内外轮转角关系的示意图； 图 2是根据本发明实施例的汽车转向控制方法的示意图； 图 3是根据现有技术中转向中心线位于车辆中部的示意图； 图 4是根据现有技术中转向中心线位于车辆中部偏后的示意图； 图 5是根据本发明实施例的车辆在不同转角下的转向中心线以及瞬心轨迹的示意 图； 图 6是根据本发明实施例的汽车转向控制***的示意图。
具体实施方式 需要说明的是， 在不冲突的情况下， 本申请中的实施例及实施例中的特征可以相 互组合。 下面将参考附图并结合实施例来详细说明本发明。 图 2是根据本发明实施例的汽车转向控制方法的示意图， 如图 2所示， 该方法主 要包括如下步骤： 步骤 S21 : 在前桥车轮转向时， 根据公式 （2) 和公式 （3 ) 确定后桥车轮转角。 可以根据第一桥来确定其余各桥车轮转角， 此时公式 （2) 和公式 （3 ) 中取7 ' = 1 本实施例中， '和^ '分别表示转向中心线两侧的车桥与转向中心线的距离， 对于· / 'the distance from the axle to the steering centerline of the vehicle, and in a predetermined functional relationship with the current steering angle of the car, so that the vehicle's steering centerline is at the rear of the vehicle when traveling in a straight line, and as the vehicle turns at an angle Further, the steering center line of the vehicle moves toward the middle of the vehicle; and the information of the rear axle wheel angle is transmitted to the steering control system of the automobile. According to another aspect of the present invention, an automotive steering control system is provided. The automobile steering control system of the present invention comprises: a first computing device, configured to calculate a car 7 ', ■' according to a preset function of a distance from a front axle of the automobile to a steering centerline of the vehicle and a current steering angle of the car. The distance from the axle to the steering centerline of the vehicle is such that the vehicle's steering centerline is at the rear of the vehicle while traveling straight, and as the vehicle turns at an angle, the vehicle's steering centerline moves toward the center of the vehicle; Equipment, used to turn according to the formula in front axle wheels, according to the formula ^ eot ^ ^ eot ^) and the formula ' eC t (A) = ^' ∞t (A) determines the rear axle wheel angle; where, and 'represent the car z ', the outer wheel angle, and 'represent the car z ', 'shaft inner wheel angle respectively The z ' and 'axes of the car are respectively located on both sides of the steering center line, 'is a natural number, ^' and represents the distance from the car z ', the axis to the steering centerline of the vehicle, and the current car steering wheel angle a predetermined functional relationship that causes the vehicle's steering centerline to be at the rear of the vehicle while traveling in a straight line, and as the vehicle turns at an angle, the vehicle's steering centerline moves toward the center of the vehicle; The steering control system of the vehicle transmits information of the rear axle wheel angle. According to still another aspect of the present invention, there is provided an automobile having a steering control system which is the steering control system of the present invention. According to the technical solution of the present invention, when the vehicle tends to travel straight, the steering center line of the vehicle is at the rear of the vehicle, and the vehicle has good steering stability, and the vehicle is not prone to lateral tilting during the high-speed cornering of the vehicle; When driving in a sharp bend, the steering center line of the vehicle is in the middle of the vehicle, and the vehicle has the smallest turning diameter, which improves the driving passability of the vehicle. Therefore, the technical solution of the embodiment of the present invention is applied to help balance the steering stability and the passability of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS The accompanying drawings are intended to provide a further understanding of the invention 1 is a schematic view of an ideal inner and outer wheel angle relationship of a vehicle; FIG. 2 is a schematic view of a vehicle steering control method according to an embodiment of the present invention; and FIG. 3 is a schematic view of a steering center line located at a middle portion of a vehicle according to the prior art. 4 is a schematic view of the steering center line located behind the center of the vehicle according to the prior art; FIG. 5 is a schematic diagram of the steering center line and the instantaneous center track of the vehicle at different corners according to an embodiment of the present invention; A schematic diagram of an automotive steering control system of an embodiment of the invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS It should be noted that the embodiments in the present application and the features in the embodiments may be combined with each other without conflict. The invention will be described in detail below with reference to the drawings in conjunction with the embodiments. 2 is a schematic diagram of a vehicle steering control method according to an embodiment of the present invention. As shown in FIG. 2, the method mainly includes the following steps: Step S21: When the front axle wheel is turned, according to formula (2) and formula (3) Rear axle wheel corner. The remaining bridge wheel angles can be determined according to the first bridge. At this time, formula (2) and formula (3) take 7 ' = 1 in this embodiment, 'and ^ ' respectively represent the axles on both sides of the steering center line. The distance to the centerline, for
Li和 ^进行变量处理， 使 Li和 与方向盘转角建立函数关系： Li and ^ perform variable processing to establish a functional relationship between Li and the steering wheel angle:
(4) (4)
( 5 ) 步骤 S23 : 向汽车的转向控制***发送所述后桥车轮转角的信息。 以下对于本实施例的技术方案作进一步说明。 上述的 ^'和 与方向盘转角建立的函数关系可以是分段函数、 一次函数或二次函 数， 或者其他函数。 但不论采用何种函数， 都应当使车辆在直线行驶时车辆的转向中 心线处于车辆的后部， 并随着车辆转弯角度的加大， 车辆的转向中心线向车辆中部移 动。 例如 （6) 式和 （7) 式： (5) Step S23: Sending information of the rear axle wheel angle to the steering control system of the automobile. The technical solution of this embodiment is further described below. The above relationship between ^' and the steering wheel angle can be a piecewise function, a linear function or a quadratic function, or other functions. However, no matter which function is used, the steering center line of the vehicle should be at the rear of the vehicle when the vehicle is traveling straight, and as the turning angle of the vehicle increases, the steering center line of the vehicle moves toward the middle of the vehicle. For example, (6) and (7):
L i = L i -max - (L - L )x Φ L i = L i -max - (L - L )x Φ
V i -max ι -mm V i -max ι -mm
(6) (6)
L j = L j -mm + ( VL j -max - L j -mm ) x. Φ L j = L j -mm + ( VL j -max - L j -mm ) x. Φ
(7) 其中， A -匪和 匪表示汽车第 Ζ·、 轴到转向中心线的最小距离； Α -匪和 -max 表示汽车第 Z'、 轴到转向中心线的最大距离， 表示方向盘转角， ^ 表示方向盘极 限位置转角。 是汽车设计时确定。
本实施例涉及的转向桥的车轮在不同转角下的转向瞬时中心的连线是一条曲线， 而且是一条单调的、 光滑的曲线； 存在该曲线后， 可以确定在不同车轮转角时， 车辆 的转向中心线是不同的、 渐变的、 单向的， 也就是说转向中心线不惟一。 这有区别于 现有技术中的转向中心线惟一的控制方式。 参考图 3和图 4， 图 3是根据现有技术中 转向中心线位于车辆中部的示意图， 其中 31为前桥， 32为车架， 33为后桥， 34为中 部的转向中心线。 图 4是根据现有技术中转向中心线位于车辆中部偏后的示意图， 其 中 41为前桥， 42为车架， 43为后桥， 44为偏后的转向中心线。 在本实施例中， 车辆 在大转角和小转角时的转向中心线不相同， 在不同转角下的转向瞬时中心形成瞬心轨 迹， 如图 5中的曲线 H所示， 图 5是根据本发明实施例的车辆在不同转角下的转向中 心线以及瞬心轨迹的示意图。 其中 51为前桥， 52为车架， 53为后桥， 54为曲线 H， 表示瞬时转向中心所成的轨迹， 55为大转角时的转向中心线， 56为小转角时的转向中 心线， 57为介于上述大转角和小转角的中间某转角时的转向中心线。 根据本实施例的技术方案，车辆在直线行驶时车辆的转向中心线处于车辆的后部， 并随着车辆转弯角度的加大， 车辆的转向中心线向车辆中部移动， 这样， 转向***在 方向盘由中位匀速转动到极限位置的前半行程时， 转向系的角传动比要大些； 后半行 程时， 传动比要小些。 在车辆趋于直线行驶时， 车辆的转向中心线处于车辆后部， 这 时车辆具有良好的操纵稳定性， 在车辆高速拐弯时不易发生侧向倾翻； 在车辆处于急 弯行驶时， 车辆的转向中心线处于车辆中部， 此时车辆具有最小的转弯直径， 提高了 车辆的行驶通过性。 图 6是根据本发明实施例的汽车转向控制***的示意图。 如图 6所示， 汽车转向 控制*** 60主要包括第一计算设备 61、 第二计算设备 62和发送设备 63。 第一计算设备 61用于根据预设的汽车第 z'、 '轴到车辆的转向中心线的距离与当 前汽车方向盘转角的函数关系计算汽车第 z'、 '轴到车辆的转向中心线的距离， 使得车 辆在直线行驶时车辆的转向中心线处于车辆的后部， 并随着车辆转弯角度的加大， 车 辆的转向中心线向车辆中部移动； 第二计算设备 62， 用于根据公式在第一桥车轮转向 时， 根据公式 '∞t(ai = COt(^}和公式 '' C, = Li COt(^}确定后桥车轮转角； 其 中， 和 '分别表示汽车第 z'、 '轴外侧轮转角， 和 '分别表示汽车第 ζ'、 '轴内侧 轮转角， '为自然数； 发送设备 63用于向汽车的转向控制***发送所述后桥车轮 转角的信息。 这里的预设的函数关系可以是分段函数、 一次函数或二次函数， 其中具 体可以是 （6 ) 式和 （7 ) 式所示的函数。
本发明实施例中的汽车具有转向控制***， 该转向控制***采用本发明实施例中 的转向控制***。 该汽车可以是多桥车辆， 其中每一桥的车轮转角可以根据第一桥的 转角按本实施例中的技术方案确定， 第一桥的车轮转角则通过现有的方向盘转角与第 一桥车轮转角的关系确定。 应用本实施例的技术方案， 在车辆趋于直线行驶时， 车辆的转向中心线处于车辆 后部， 这时车辆具有良好的操纵稳定性， 在车辆高速拐弯时不易发生侧向倾翻； 在车 辆处于急弯行驶时， 车辆的转向中心线处于车辆中部，此时车辆具有最小的转弯直径， 提高了车辆的行驶通过性。 因此应用本发明实施例的技术方案， 有助于兼顾车辆的操 纵稳定性和通过性。 显然， 本领域的技术人员应该明白， 上述的本发明的各模块或各步骤可以用通用 的计算装置来实现， 它们可以集中在单个的计算装置上， 或者分布在多个计算装置所 组成的网络上， 可选地， 它们可以用计算装置可执行的程序代码来实现， 从而， 可以 将它们存储在存储装置中由计算装置来执行， 或者将它们分别制作成各个集成电路模 块， 或者将它们中的多个模块或步骤制作成单个集成电路模块来实现。 这样， 本发明 不限制于任何特定的硬件和软件结合。 以上所述仅为本发明的优选实施例而已， 并不用于限制本发明， 对于本领域的技 术人员来说， 本发明可以有各种更改和变化。 凡在本发明的精神和原则之内， 所作的 任何修改、 等同替换、 改进等， 均应包含在本发明的保护范围之内。
(7) where A - 匪 and 匪 represent the minimum distance from the car's Ζ·, axle to steering centerline; Α -匪 and -max represent the car's Z ', the maximum distance from the axle to the steering centerline, indicating the steering wheel angle, ^ Indicates the steering wheel limit position corner. It is determined when the car is designed. The connection of the steering center of the steering axle of the steering axle at different corners in this embodiment is a curve, and is a monotonous, smooth curve; after the curve, the steering of the vehicle can be determined at different wheel angles. The centerline is different, gradual, and one-way, meaning that the steering centerline is not unique. This is the only way to control the steering centerline that is different from the prior art. Referring to Figures 3 and 4, Figure 3 is a schematic view of the steering centerline in the middle of the vehicle according to the prior art, wherein 31 is the front axle, 32 is the frame, 33 is the rear axle, and 34 is the central steering centerline. 4 is a schematic view of the steering center line located behind the center of the vehicle according to the prior art, wherein 41 is the front axle, 42 is the frame, 43 is the rear axle, and 44 is the rearward steering centerline. In the present embodiment, the steering center lines of the vehicle at different corners and small corners are different, and the instantaneous center of the steering at different corners forms a transient trajectory, as shown by curve H in FIG. 5, FIG. 5 is according to the present invention. A schematic diagram of the steering centerline and the instantaneous trajectory of the vehicle of the embodiment at different corners. 51 is the front axle, 52 is the frame, 53 is the rear axle, 54 is the curve H, indicating the trajectory formed by the instantaneous steering center, 55 is the steering center line at the big corner, and 56 is the steering center line at the small corner. 57 is a steering center line at a certain angle between the above-mentioned large corner and small corner. According to the technical solution of the embodiment, the steering center line of the vehicle is at the rear of the vehicle when traveling in a straight line, and as the turning angle of the vehicle increases, the steering center line of the vehicle moves toward the middle of the vehicle, so that the steering system is on the steering wheel. When the median is rotated at a constant speed to the first half of the limit position, the angular transmission ratio of the steering system is larger; in the second half stroke, the transmission ratio is smaller. When the vehicle tends to travel straight, the steering center line of the vehicle is at the rear of the vehicle. At this time, the vehicle has good steering stability, and it is not easy to roll laterally when the vehicle is turning at a high speed; when the vehicle is in a sharp bend, the vehicle turns. The center line is in the middle of the vehicle, and the vehicle has the smallest turning diameter, which improves the driving passability of the vehicle. 6 is a schematic diagram of a vehicle steering control system in accordance with an embodiment of the present invention. As shown in FIG. 6, the vehicle steering control system 60 primarily includes a first computing device 61, a second computing device 62, and a transmitting device 63. A first computing device 61 '' from the steering shaft to the center line of the vehicle is calculated as a function of the current steering wheel angle and the second car z ',' distance from the center line of the vehicle steering shaft according to a predetermined first car z , causing the vehicle's steering center line to be at the rear of the vehicle while traveling in a straight line, and as the vehicle turning angle increases, the vehicle's steering center line moves toward the middle of the vehicle; the second computing device 62 is configured according to the formula When a bridge wheel turns, according to the formula ' ∞t (ai = COt ( ^ } and the formula '' C , = L i COt ( ^ } determine the rear axle wheel angle; where , and ' respectively represent the car z ' , ' axis The outer wheel angle, and 'representing the car's second ζ ', 'the inner side of the wheel', respectively, 'is a natural number; the transmitting device 63 is used to send the rear axle wheel angle information to the steering control system of the car. The preset function here The relationship may be a piecewise function, a linear function, or a quadratic function, and specifically may be a function represented by the equations (6) and (7). The automobile in the embodiment of the present invention has a steering control system using the steering control system in the embodiment of the present invention. The vehicle may be a multi-bridge vehicle, wherein the wheel angle of each bridge may be determined according to the technical solution in the embodiment according to the corner of the first bridge, and the wheel angle of the first bridge passes through the existing steering wheel angle and the first bridge wheel. The relationship of the corners is determined. Applying the technical solution of the embodiment, when the vehicle tends to travel straight, the steering center line of the vehicle is at the rear of the vehicle, and the vehicle has good steering stability, and the vehicle is not prone to lateral tilting when the vehicle is turning at a high speed; When in a sharp bend, the vehicle's steering center line is in the middle of the vehicle, and the vehicle has the smallest turning diameter, which improves the vehicle's driving passability. Therefore, the technical solution of the embodiment of the present invention is applied to help balance the steering stability and the passability of the vehicle. Obviously, those skilled in the art should understand that the above modules or steps of the present invention can be implemented by a general-purpose computing device, which can be concentrated on a single computing device or distributed over a network composed of multiple computing devices. Alternatively, they may be implemented by program code executable by the computing device, such that they may be stored in the storage device by the computing device, or they may be separately fabricated into individual integrated circuit modules, or they may be Multiple modules or steps are made into a single integrated circuit module. Thus, the invention is not limited to any specific combination of hardware and software. The above is only the preferred embodiment of the present invention, and is not intended to limit the present invention, and various modifications and changes can be made to the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and scope of the present invention are intended to be included within the scope of the present invention.
Claims
1. 一种汽车转向控制方法， 其特征在于， 包括： 在前桥车轮转 向 时 ， 根据 公式 A coti^ J^oti^) 和 公式 A vehicle steering control method, comprising: when a front axle wheel is turned, according to a formula A coti^ J^oti^) and a formula
Li∞t{pi) = z ∞t(A)确定后桥车轮转角， 其中， 和 '分别表示汽车第 z'、 '轴外侧轮转角， 和 A分别表示汽车 第 z'、 轴内侧轮转角， 所述汽车第 z'、 轴分别位于所述转向中心线两侧， z'、 为自然数， '和^ '表示汽车第 z'、 '轴到车辆的转向中心线的距离， 并且与当 前汽车方向盘转角成预设的函数关系， 使得车辆在直线行驶时车辆的转向中心 线处于车辆的后部， 并随着车辆转弯角度的加大， 车辆的转向中心线向车辆中 部移动； Li∞t{pi) = z ∞t (A) Determine the rear axle wheel angle, where , and 'represent the car z ', 'the outer wheel angle, respectively, and A denote the car z ', the inner wheel angle, The car's z ', the axis are respectively located on both sides of the steering center line, z ', is a natural number, 'and ^' represents the distance from the car's z ', 'axis to the vehicle's steering centerline, and with the current car steering wheel The rotation angle is a preset functional relationship, so that the steering center line of the vehicle is at the rear of the vehicle when the vehicle is traveling in a straight line, and as the turning angle of the vehicle increases, the steering center line of the vehicle moves toward the middle of the vehicle;
向汽车的转向控制***发送所述后桥车轮转角的信息。 The information of the rear axle wheel angle is transmitted to the steering control system of the vehicle.
2. 根据权利要求 1所述的方法， 其特征在于， 所述预设的函数关系为分段函数、 一次函数或二次函数。 2. The method according to claim 1, wherein the predetermined functional relationship is a piecewise function, a linear function or a quadratic function.
3. 根据权利要求 1所述的方法， 其特征在于， 所述 z' = 1。 3. Method according to claim 1, characterized in that said z ' = 1 .
4. 根据权利要求 1所述的方法， 其特征在于， 所述预设的函数关系为: 4. The method according to claim 1, wherein the predetermined functional relationship is:
^_皿表示汽车第 Z'、 轴到转向中心线的最大距离， 表示方向盘转角， Φ皿衰 示方向盘极限位置转角。 根据权利要求 1至 4中任一项所述的方法，其特征在于，所述汽车为多桥车辆。 一种汽车转向控制***， 其特征在于， 包括：
第一计算设备，用于根据预设的汽车第 z'、 '轴到车辆的转向中心线的距离 与当前汽车方向盘转角的函数关系计算汽车第 z'、 轴到车辆的转向中心线的距 离， 使得车辆在直线行驶时车辆的转向中心线处于车辆的后部， 并随着车辆转 弯角度的加大， 车辆的转向中心线向车辆中部移动； The ^_ dish indicates the maximum distance of the car Z', the axis to the steering center line, indicating the steering wheel angle, and the Φ dish indicating the steering wheel limit position angle. The method according to any one of claims 1 to 4, characterized in that the car is a multi-bridge vehicle. An automobile steering control system, comprising: A first computing device for automobiles according to a preset first z ',' distance from the steering shaft to the center line of the vehicle is calculated as a function of the current steering wheel angle and the second car z ', the distance from the steering shaft to the vehicle center line, The vehicle's steering center line is at the rear of the vehicle when the vehicle is traveling in a straight line, and as the vehicle turning angle increases, the vehicle's steering center line moves toward the middle of the vehicle;
第二计算设备， 用于根据公式在前桥车轮转向时， 根据公式 a second computing device for using the formula according to the formula when the front axle wheel is turned, according to the formula
Li ∞t^ = co^)和公式 Li = ∞t(A)确定后桥车轮转角； 其中， 和 '分别表示汽车第 z'、 '轴外侧轮转角， 和 A分别表示汽车 第 z'、 '轴内侧轮转角， 所述汽车第 z'、 '轴分别位于所述转向中心线两侧， z'、 为自然数， '和^ '表示汽车第 z'、 '轴到车辆的转向中心线的距离， 并且与当 前汽车方向盘转角成预设的函数关系， 使得车辆在直线行驶时车辆的转向中心 线处于车辆的后部， 并随着车辆转弯角度的加大， 车辆的转向中心线向车辆中 部移动； L i ∞t ^ = co^) and the formula L i = ∞t (A) determine the rear axle wheel angle; where, and 'represent the car z ', 'the outer wheel angle, respectively, and A denote the car z ' , 'shaft inner wheel angle, the car's z ', 'axis are located on both sides of the steering center line, z ', is a natural number, 'and ^ ' indicates the car z ', 'axis to the vehicle's steering center line The distance and the current steering angle of the car are in a predetermined functional relationship, so that the vehicle's steering center line is at the rear of the vehicle when the vehicle is traveling straight, and the vehicle's steering center line is toward the vehicle as the vehicle turns at an angle Moving in the middle;
发送设备， 用于向所述汽车转向控制***发送所述后桥车轮转角的信息。 根据权利要求 6所述的汽车转向控制***， 其特征在于， 所述预设的函数关系 为分段函数、 一次函数或二次函数。 根据权利要求 6所述的汽车转向控制***， 其特征在于， 所述预设的函数关系 为： And a transmitting device, configured to send information of the rear axle wheel angle to the vehicle steering control system. The vehicle steering control system according to claim 6, wherein the predetermined functional relationship is a piecewise function, a linear function, or a quadratic function. The vehicle steering control system according to claim 6, wherein the predetermined functional relationship is:
L = L -(L -L )x ΦL = L -(L -L )x Φ
m m
L j = L j + (L j -L )x Φ L j = L j + (L j -L )x Φ
j j
m 其中， ^'_mn和^' -mn表示汽车前后第 、 '轴到转向中心线的最小距离； ^-皿和^- 表示汽车前后第 、 ·/'轴到转向中心线的最大距离， 表示方向盘 转角， ^ 表示方向盘极限位置转角。 一种汽车， 包括汽车转向控制***， 其特征在于， 所述汽车转向控制***为权 利要求 6至 9中任一项所述的汽车转向控制***。 根据权利要求 9所述的汽车， 其特征在于， 所述汽车为多桥车辆。
m where ^'_ mn and ^' - mn represent the minimum distance from the front and rear axles of the car to the steering centerline; ^-the dish and ^- represent the maximum distance from the front and rear of the car to the steering centerline. Indicates the steering wheel angle, ^ indicates the steering wheel limit position angle. An automobile, including an automobile steering control system, characterized in that the vehicle steering control system is the automobile steering control system according to any one of claims 6 to 9. The automobile according to claim 9, wherein the automobile is a multi-bridge vehicle.
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| PCT/CN2011/079544 WO2013033917A1 (en) | 2011-09-09 | 2011-09-09 | Automobile steering control method and system and automobile |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102016009586A1 (en) * | 2016-08-06 | 2018-02-08 | Daimler Ag | motor vehicle |
| WO2020250634A1 (en) * | 2019-06-13 | 2020-12-17 | 日立オートモティブシステムズ株式会社 | Steering control device, steering control method, and steering control system |
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| WO2020250634A1 (en) * | 2019-06-13 | 2020-12-17 | 日立オートモティブシステムズ株式会社 | Steering control device, steering control method, and steering control system |
| JPWO2020250634A1 (en) * | 2019-06-13 | 2020-12-17 | ||
| JP7177931B2 (en) | 2019-06-13 | 2022-11-24 | 日立Astemo株式会社 | Steering control device, steering control method, and steering control system |
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