CN116461598A - Steering-by-wire vehicle road feeling simulation execution device and method - Google Patents

Abstract

The application relates to the technical field of automobile electric control and intelligence, and discloses a road feel simulation execution device and a road feel simulation execution method for a steering-by-wire automobile, wherein a road feel simulation controller controls a magnetorheological damper to generate a damping force with a certain size according to torque and torque of a rotation angle sensor, and road feel can be generated according to the generated damping force; and the damping provided by the magneto-rheological damper belongs to semi-active damping, and the steering wheel is not dragged to rotate under the condition of control failure. In addition, the road feel simulation controller controls the aligning torque compensation motor to act on the torsion elastic piece according to the torque of the torque sensor and the torque of the rotation angle sensor under the condition that the steering wheel is determined to need to compensate the aligning torque, so that the torsion elastic piece generates the aligning torque with a certain size; the correcting moment is further transmitted to the torque and rotation angle sensor through the first shaft and further transmitted to the steering wheel to realize the correcting function of the steering wheel.

Description

Steering-by-wire vehicle road feeling simulation execution device and method

technical field

The present application relates to the field of automobile electronic control and intelligent technology, and in particular to a steering-by-wire automobile road feeling simulation execution device and method.

Background technique

Driven by the "new four modernizations" of automobiles, the automobile chassis has gradually changed from the traditional mechanical and hydraulic steering, driving, braking, and suspension systems to the basic control of the vehicle by replacing the traditional manipulation methods with electrical circuits: the driver's steering wheel, brake pedal, accelerator pedal and other manipulation commands are first converted into electrical signals, and then transmitted to the control unit by the electrical circuit.

In a traditional car, the steering wheel tires of the car are excited by the road surface, which generates steering resistance to the steering wheel and is fed back to the steering wheel through the steering mechanism, which is finally felt by the driver to form the so-called "road feel". The driver can perceive the running state of the vehicle and a certain degree of road surface information through the road sense, and then perform appropriate driving manipulation of the vehicle according to his actual needs. A large amount of data shows that the road feeling is very important to the safety of the vehicle, but in the vehicle that is completely steered by wire, the input mechanism of the steering system cancels the mechanical connection with the steering system actuator, and instead, the electrical signal transmits the execution command to the executive motor to complete the steering operation.

In the existing steer-by-wire road feeling simulation system, the road feeling device can be realized by the road sense motor. The road sense motor can realize more accurate active control of the road sense feedback torque, but usually the mechanical connection device is relatively complicated and there are problems such as uneven control, sluggish response, and motor jamming.

In addition, in the traditional method, a torsion spring is used to generate a return torque, and the return torque cannot be adjusted, and the return mechanism is prone to failure.

Contents of the invention

The embodiment of the present application provides a steering-by-wire vehicle road feeling simulation actuator to solve the problems in the prior art of road sense motor control is not smooth, response is sluggish, motor is stuck, and the traditional torsion spring backing torque cannot be adjusted and the backing mechanism is prone to failure.

Correspondingly, the embodiment of the present application also provides a road feeling simulation execution method for a steer-by-wire vehicle, which is used to ensure the operation and application of the above-mentioned device.

In order to solve the above-mentioned technical problems, the embodiment of the present application discloses a device for simulating road feeling of a steer-by-wire vehicle. The device includes:

Magneto-rheological shock absorber road sense generating components, aligning torque generation and compensation components, and road sense analog controllers;

The road induction generating component of the magneto-rheological shock absorber includes:

steering wheel;

A torque and rotation angle sensor, the input end of the torque and rotation angle sensor is connected to the steering wheel through a steering column;

A magneto-rheological shock absorber, the magneto-rheological shock absorber is connected to the torque and rotation angle sensor through a first connection mechanism;

The normalizing torque generating and compensating components include:

A return torque generating structure, the input end of the return torque generating structure is connected to the torque and rotation angle sensor through the first shaft;

A return torque compensation motor, the return torque compensation motor is connected to the output end of the return torque generating structure through a second connection mechanism;

The normalizing torque generating structure includes a torsional elastic member, which is used to generate a normalizing torque by twisting the torsional elastic member under the action of the normalizing torque compensation motor, and acts on the steering wheel through the first shaft and the torque and rotation angle sensor;

The road sense analog controller is communicatively connected with the torque and rotation angle sensor, the magneto-rheological shock absorber and the centering torque compensation motor.

In the embodiment of the present application, the road sense generating component of the magneto-rheological shock absorber is used to generate road sense, the aligning torque generating and compensating component is used to generate compensated aligning torque, and the road sense analog controller is used to control the magneto-rheological damper road sense generating component for generating road sense and control the aligning torque generating and compensating component to generate the compensation aligning torque. Specifically, the road sense generating components of the magneto-rheological shock absorber include a steering wheel, torque and angle sensors, and magneto-rheological shock absorbers. The torque generated when the steering wheel rotates is transmitted to the torque and angle sensors through the steering column. The road sense simulation controller controls the magneto-rheological shock absorber to generate a certain amount of damping force according to the torque and the torque of the angle sensor, and can generate road sense according to the generated damping force. Returning torque generates and compensation components include the rebate torque to generate structure and a positive torque compensation motor. The back -to -right torque generates the structure that includes reversing elastic components; the road sensor simulation controller is based on the torque and the torque of the corner sensor. In the case of determining that the steering wheel needs to compensate the positive torque, control the rejuvenation torque compensation motor acts on the torsional elastic parts, so that Morning; then transfer the back -to -right torque to the torque and corner sensor through the first axis, and further pass to the steering wheel to achieve the normal function of the steering wheel.

Optionally, the magneto-rheological shock absorber includes a piston rod;

The first connection mechanism includes a gear, a nut, and a lead screw;

the gear is keyed to the first shaft;

The outer ring surface of the nut is a ring gear structure, and is meshed with the gear through the ring gear structure;

The lead screw is integrally formed with the piston rod, and an end of the lead screw close to the nut is threadedly connected to the nut.

The torque of the torque and rotation angle sensor is transmitted to the gear and the nut through the first shaft. The threaded connection between the screw and the nut can convert the turning motion of the nut into the linear motion of the screw. The screw and the piston rod of the magneto-rheological shock absorber are integrally formed.

Optionally, nut brackets are provided at the upper and lower ends of the nut for axially limiting the nut.

Optionally, the righting moment generating structure further includes:

A first ratchet mechanism, the input end of the first ratchet mechanism is connected to the torque and rotation angle sensor through the first shaft; and the input end and the output end of the first ratchet mechanism are provided with guide grooves;

A second ratchet mechanism, the input end of the second ratchet mechanism is connected to the output end of the first ratchet mechanism through a second shaft, and the output end of the second ratchet mechanism is connected to the return torque compensation motor through the second connection mechanism;

a fixed bracket, the fixed bracket is arranged between the torque sensor and the first ratchet mechanism, and is used to support the first shaft;

The torsional elastic member includes:

A first helical torsion spring, the first helical torsion spring is sleeved outside the first shaft, and one end of the first helical torsion spring is fixed to the fixing bracket, and the other end is set in the guide groove at the input end of the first ratchet mechanism;

A second helical torsion spring, the second helical torsion spring is sheathed outside the second shaft, and one end of the second helical torsion spring is fixed to the second ratchet mechanism, and the other end is arranged in the guide groove at the output end of the first ratchet mechanism.

Using the first ratchet mechanism with guide grooves and the first ratchet mechanism as the followers of the first helical torsion spring and the second helical torsion spring can simply and effectively realize the generation of the righting torque and the compensation of the righting moment, and at the same time prevent the first helical torsion spring and the second helical torsion spring from fatigue failure due to excessive reaction torque, effectively prolonging the service life of the first helical torsion spring and the second helical torsion spring.

Optionally, the first helical torsion spring is opposite to the second helical torsion spring.

The direction of rotation of the first helical torsion spring and the second helical torsion spring are opposite to each other, and can generate return moments in different directions.

Optionally, the second connection mechanism includes:

A worm connected to the normalizing torque compensating motor, a worm wheel meshingly connected to the worm, and a third shaft whose two ends are respectively connected to the worm wheel and the normalizing torque generating structure.

The centering torque compensation motor can drive the third shaft to rotate through the worm and the worm gear, and then drive the centering torque through the third shaft to generate the rotational potential energy of the torsion elastic member in the structure, so as to realize the compensation of the centering torque.

Optionally, both the first ratchet mechanism and the second ratchet mechanism include an inner rotor and an outer rotor meshingly connected;

One end of the second shaft is rigidly connected to the outer rotor of the first ratchet mechanism, and the other end is rigidly connected to the inner rotor of the second ratchet mechanism;

The third shaft is rigidly connected to the outer rotor of the second ratchet mechanism.

Optionally, one end of the first helical torsion spring is fixed to the fixing bracket, and the other end is arranged in a guide groove at the input end of the outer rotor of the first ratchet mechanism;

One end of the second helical torsion spring is fixed to the outer rotor of the second ratchet mechanism, and the other end is arranged in a guide groove at the output end of the outer rotor of the first ratchet mechanism.

The embodiment of the present application also discloses a road feeling simulation execution method for a steer-by-wire vehicle, which is applied to the road feeling simulation execution device for a steer-by-wire vehicle, and the method includes:

The road sense analog controller controls the magneto-rheological shock absorber to generate damping force and controls the magnitude of the damping force according to the torque and the torque of the rotation angle sensor; and generates road sense according to the damping force;

In addition, when the road feeling simulation controller determines that the steering wheel needs a righting torque according to the torque and the torque of the rotation angle sensor, it controls the righting torque compensation motor to generate force on the torsion elastic member in the righting torque generating structure;

The torsional elastic member generates a return torque through the force, and acts on the torque and the rotation angle sensor through the first axis;

Wherein, the torque of the torque and the torque of the rotation angle sensor are generated by the steering wheel and transmitted through the steering column.

Additional aspects and advantages of the embodiments of the present application will be presented in the following description, and these will become apparent from the following description, or learned through practice of the present application.

Description of drawings

The above and/or additional aspects and advantages of the present application will become apparent and easy to understand from the following description of the embodiments in conjunction with the accompanying drawings, wherein:

FIG. 1 is a schematic structural diagram of a steering-by-wire vehicle road feeling simulation execution device provided by an embodiment of the present application;

Fig. 2 is a schematic diagram of the connection of the road sense analog controller provided by the embodiment of the present application;

Fig. 3 is a schematic structural diagram of components of the steering-by-wire vehicle road feeling simulation execution device provided by the embodiment of the present application;

Fig. 4 is a structural schematic diagram of the connection between the first ratchet mechanism, the second ratchet mechanism and the second shaft provided by the embodiment of the present application;

Fig. 5 is a schematic structural diagram of the connection between the second helical torsion spring and the first ratchet mechanism provided by the embodiment of the present application.

Among them, 11-steering wheel; 12-torque and angle sensor; 13-magnetorheological shock absorber; 14-steering column; 15-first connecting mechanism; 151-gear; 152-nut; 153-lead screw; 154-nut bracket; 16-coupling; 17-second coupling; 12a-guide groove; 213-the second ratchet mechanism; 2131-the inner rotor of the second ratchet mechanism; 214-the second shaft; 215-the first helical torsion spring; 216-the second helical torsion spring;

Detailed ways

Embodiments of the present application are described in detail below, and examples of the embodiments are shown in the drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the figures are exemplary only for explaining the present application, and are not construed as limiting the present application.

Those skilled in the art will understand that unless otherwise stated, the singular forms "a", "an", "said" and "the" used herein may also include plural forms. It should be further understood that the wording "comprising" used in the description of the present application refers to the presence of features, integers, steps, operations, elements and/or components, but does not exclude the existence or addition of one or more other features, integers, steps, operations, elements, components and/or combinations thereof. It will be understood that when an element is referred to as being "connected" or "coupled" to another element, it can be directly connected or coupled to the other element or intervening elements may also be present. Additionally, "connected" or "coupled" as used herein may include wireless connection or wireless coupling. The expression "and/or" used herein includes all or any elements and all combinations of one or more associated listed items.

Those skilled in the art can understand that, unless otherwise defined, all terms (including technical terms and scientific terms) used herein have the same meaning as commonly understood by those of ordinary skill in the art to which this invention belongs. It should also be understood that terms, such as those defined in commonly used dictionaries, should be understood to have a meaning consistent with the meaning in the context of the prior art, and unless specifically defined as herein, are not to be interpreted in an idealized or overly formal sense.

Regarding the technical problems existing in the prior art, the implementation device and method for simulating road feel of a steer-by-wire vehicle provided by the present application aim to solve at least one of the technical problems of the prior art.

The technical solution of the present application and how the technical solution of the present application solves the above technical problems will be described in detail below with specific embodiments. The following specific embodiments may be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. Embodiments of the present application will be described below in conjunction with the accompanying drawings.

The embodiment of the present application provides a possible implementation, as shown in Fig. 1 and Fig. 2, the device may include: a magneto-rheological damper road induction generating component, a righting torque generation and compensation component, and a road sense analog controller 3; wherein, the magneto-rheological damper road sense generating component includes:

Steering wheel 11;

A torque and rotation angle sensor 12, the input end of the torque and rotation angle sensor 12 is connected to the steering wheel 11 through a steering column 14;

The magneto-rheological shock absorber 13 is connected to the torque and rotation angle sensor 12 through a first connection mechanism 15 .

Optionally, the torque and rotation angle sensor 12 is connected to the steering column 14 through a first coupling 16 ; so that the torque and rotation angle sensor 12 rotates with the rotation of the steering column 14 . Specifically, the steering wheel 11 rotates to generate torque, which is transmitted to the torque and rotation angle sensor 12 through the steering column 14 . The first connection mechanism 15 transmits the torque and the torque of the rotation angle sensor 12 to the magneto-rheological damper 13 . In addition, the road sense analog controller 3 is connected in communication with the torque and rotation angle sensor 12, and the road sense analog controller 3 controls the magneto-rheological shock absorber 13 to generate a certain amount of damping force according to the received torque and the torque of the rotation angle sensor 12, thereby generating road sense.

The righting torque generation and compensation components include:

A return torque generating structure 21, the input end of the return torque generating structure 21 is connected to the torque and rotation angle sensor 12 through the first shaft 23;

The centering torque compensation motor, the centering torque compensation motor is connected to the output end of the centering torque generating structure 21 through the second connection mechanism 24; wherein, the centering torque generating structure 21 includes a torsional elastic member, which is used to generate the centering torque by twisting the torsional elastic member under the action of the centering torque compensation motor, and acts on the steering wheel 11 through the first shaft 23 and the torque and rotation angle sensor 12;

The road sense analog controller 3 is communicatively connected with the torque and rotation angle sensor 12, the magneto-rheological shock absorber 13 and the return torque compensation motor.

The road sense simulation controller 3 can also judge whether the steering wheel 11 needs to compensate the normalizing torque according to the received torque and the torque of the rotation angle sensor 12, and when it is determined that the normalizing torque needs to be compensated, control the normalizing torque compensation motor to perform an action, and apply it to the normalizing torque generating structure 21 through the second connecting mechanism 24. The aligning torque generating structure 21 includes a torsional elastic member, which is further twisted under the action of the aligning torque compensating motor to generate torsional elastic potential energy to realize compensation for the aligning torque. Optionally, the torque and rotation angle sensor 12 is connected to the first shaft 23 through the second coupling 17, and then the return torque generated by the torsion elastic member is transmitted to the torque and rotation angle sensor 12 through the first shaft 23, and the torque and rotation angle sensor 12 transmits the return torque to the steering wheel 11 through the steering column 14, thereby accurately realizing the return function of the steering wheel 11.

In the embodiment of the present application, the magneto-rheological shock absorber road sense generating component is used to generate road sense, the aligning torque generating and compensating component is used to generate compensation aligning torque, and the road sense analog controller 3 is used to control the magnitude of the magneto-rheological shock absorber road sense generating component used to generate road sense and control the aligning torque generation and compensation component to generate compensation aligning torque. Specifically, the magneto-rheological damper road sense generating assembly includes a steering wheel 11, a torque and angle sensor 12, a magneto-rheological damper 13, and a first connecting mechanism 15. The torque generated when the steering wheel 11 rotates is transmitted to the torque and angle sensor 12 through the steering column 14; The road feeling is generated according to the generated damping force; moreover, the damping provided by the magneto-rheological shock absorber 13 belongs to semi-active damping, and the steering wheel 11 will not be dragged to rotate when the control fails. The normalizing torque generation and compensation assembly includes a normalizing torque generating structure 21 and a normalizing torque compensating motor. The normalizing torque generating structure 21 includes a torsional elastic member; the road sense analog controller 3 determines that the steering wheel 11 needs to compensate the normalizing torque according to the torque of the steering wheel 11, and controls the normalizing torque compensation motor to act on the torsional elastic member, so that the torsional elastic member generates a certain amount of normalizing torque; It is further transmitted to the steering wheel 11 to realize the returning function of the steering wheel 11.

In an optional embodiment, as shown in FIG. 3 , the magneto-rheological shock absorber 13 includes a piston rod; the first connection mechanism 15 includes a gear 151, a nut 152, and a lead screw 153; the gear 151 is connected to the first shaft 23 through a key; the outer ring surface of the nut 152 is a gear ring structure, and is meshed with the gear 151 through the ring gear structure;

The gear 151 is connected with the first shaft 23 through a key. The torque and rotation angle sensor 12 transmits the torque to the first shaft 23. The first shaft 23 drives the gear 151 to rotate. The road sense simulation controller 3 controls the magneto-rheological shock absorber 13 to generate a certain amount of damping force according to the received torque and the torque of the rotation angle sensor 12. The other end of the lead screw 153 is integrally formed with the piston rod controlling the magneto-rheological shock absorber 13, and then the undamped linear motion of the lead screw 153 is converted into a damped linear motion by controlling the damping force generated by the magneto-rheological shock absorber 13, thereby generating road feeling.

Using the first connection mechanism 15 to convert the rotational motion of the steering wheel 11 into the linear motion of the lead screw 153 can reduce the hysteresis of road feeling feedback and shorten the axial dimension of the steering system.

Optionally, the magnetorheological shock absorber 13 includes a damping force controller, and the road sense analog controller 3 can send instructions to the damping force controller according to the torque and the rotational angle sensor 12, and the damping force controller adjusts the magnetic field current to the magnetorheological shock absorber 13 in real time, thereby controlling the magnitude of the damping force generated by the magnetorheological shock absorber 13.

In an optional embodiment, as shown in FIG. 3 , the upper and lower ends of the nut 152 are provided with nut 152 brackets for axially limiting the nut 152 .

In an optional embodiment, as shown in FIG. 1 and FIG. 3 , the righting moment generating structure 21 further includes: a first ratchet mechanism 212, the input end of the first ratchet mechanism 212 is connected to the torque and rotation angle sensor 12 through the first shaft 23; and the input end and the output end of the first ratchet mechanism 212 are provided with guide grooves 212a;

The second ratchet mechanism 231, the input end of the second ratchet mechanism 231 is connected with the output end of the first ratchet mechanism 212 through the second shaft 214, and the output end of the second ratchet mechanism 231 is connected with the return torque compensation motor 22 through the second connection mechanism 24;

a fixed bracket 211, the fixed bracket 211 is arranged between the torque sensor 12 and the first ratchet mechanism 212, and is used to support the first shaft 23;

Torsional springs include:

The first helical torsion spring 215, the first helical torsion spring 215 is sleeved outside the first shaft 23, and one end of the first helical torsion spring 215 is fixed to the fixed bracket 211, and the other end is arranged in the guide groove 212a of the input end of the first ratchet mechanism 212;

The second helical torsion spring 216 is sheathed outside the second shaft 214 , and one end of the second helical torsion spring 216 is fixed to the second ratchet mechanism 231 , and the other end is arranged in the guide groove 212 a at the output end of the first ratchet mechanism 212 .

The first shaft 23 can transmit the torque of the torque and the rotation angle sensor 12 to the first ratchet mechanism 212, and then the torque will be transmitted to the first helical torsion spring 215 installed at the input end of the first ratchet mechanism 212; in addition, the first ratchet mechanism 212 is connected with the second ratchet mechanism 231 through the second shaft 214, and the torque is transmitted to the second ratchet mechanism 231; one end of the second helical torsion spring 216 is fixed with the second ratchet mechanism 231, and then the torque is transmitted to the second helical torsion spring 2 16. Based on the above, the first helical torsion spring 215 and the second helical torsion spring 216 can generate a certain normalizing moment.

Optionally, a circular hole is provided in the middle of the fixing bracket 211 for the passage of the first shaft 23 for supporting the first shaft 23; In an optional embodiment, the first helical torsion spring 215 and the second helical torsion spring 216 have opposite directions of rotation. Aligning moments in different directions can be generated according to the rotation of the steering wheel 11 in different directions.

In an optional embodiment, as shown in FIG. 3 , the second connecting mechanism 24 includes: a second connecting mechanism 241 connected to the normalizing torque compensating motor 22, a worm wheel 242 engaged and connected to the second connecting mechanism 241, and a third shaft 243 connected to the worm wheel 242 and the normalizing torque generating structure 21 at both ends respectively.

In an optional embodiment, both the first ratchet mechanism 212 and the second ratchet mechanism 231 include an inner rotor and an outer rotor meshingly connected; one end of the second shaft 214 is rigidly connected to the outer rotor 2121 of the first ratchet mechanism, and the other end is rigidly connected to the inner rotor 2131 of the second ratchet mechanism; the third shaft 243 is rigidly connected to the outer rotor of the second ratchet mechanism 231. As shown in FIG. 4 , FIG. 4 shows a structure in which the second shaft 214 is rigidly connected to the outer rotor 2121 of the first ratchet mechanism, and a structure in which the second shaft 214 is rigidly connected to the inner rotor 2131 of the second ratchet mechanism. Optionally, one end of the first shaft 23 is connected to the torque and rotation angle sensor 12 through the second coupling 17 , and the other end is rigidly connected to the inner rotor of the first ratchet mechanism 212 .

In the embodiment of the present application, both the first ratchet mechanism 212 and the second ratchet mechanism 231 are clockwise ratchets, that is, when the inner rotor of the ratchet mechanism rotates clockwise, the outer rotating body is not affected by the rotational torque, while when the outer rotor is subject to the clockwise rotating torque, the inner rotating body and the outer rotating body are rigidly connected and are subjected to the clockwise rotating torque.

In an optional embodiment, one end of the first helical torsion spring 215 is fixed to the fixed bracket 211, and the other end is arranged in the guide groove 212a at the input end of the outer rotor 2121 of the first ratchet mechanism; as shown in FIG.

Taking the clockwise rotation of the steering wheel 11 as an example, the clockwise rotation of the steering wheel 11 transmits the torque to the torque and rotation angle sensor 12, and the road feel simulation controller 3 judges that the current state does not need to perform the normalization torque compensation according to the signal (torque direction and magnitude) of the torque and rotation angle sensor 12, and controls the normalization torque compensation motor 22 to not perform any action. The first helical torsion spring 215 releases the torsional elastic potential energy stored by itself, and drives the outer rotor 2121 of the first ratchet mechanism to rotate counterclockwise. At this time, the outer rotor 2121 of the first ratchet mechanism and the inner rotor of the first ratchet mechanism 212 are locked in the direction of rotation, driving the first shaft 23 integrated with the inner rotor of the first ratchet mechanism 212 to rotate counterclockwise.

The end surface of the outer rotor 2121 of the first ratchet mechanism is provided with a guide groove 212a, and the guide groove 212a is arc-shaped, so the rotation of the outer rotor 2121 of the first ratchet mechanism will not cause the reaction torque of the first helical torsion spring 215 .

It should be further explained that the rotation of the outer rotor 2121 of the first ratchet mechanism drives the rotation of the second shaft 214, and at the same time drives the rotation of the inner rotor 2131 of the second ratchet mechanism integrated with the second shaft 214. At this time, the outer rotor of the second ratchet mechanism 231 and the inner rotor 2131 of the second ratchet mechanism are in a rotation unlocked state, so the outer rotor of the second ratchet mechanism 231 does not rotate.

Optionally, the road feeling simulation controller 3 controls the damping force of the magneto-rheological shock absorber 13 according to the signal (torque and steering) of the torque and angle sensor 12, so as to realize the smooth transmission of the aligning torque, and finally feed back the counterclockwise aligning torque to the steering wheel 11 through the first connection mechanism 15, the torque and angle sensor 12, and the steering column 14.

Taking the clockwise rotation of the steering wheel 11 as an example, the clockwise rotation of the steering wheel 11 transmits the torque to the torque and rotation angle sensor 12, and the road feeling simulation controller 3 judges that the current state needs to perform backing torque compensation according to the signal (torque direction and magnitude) of the torque and the rotation angle sensor 12, and sends an instruction to the backing torque compensation motor 22 to drive the backing torque compensation motor 22 to perform an action, and drives the third shaft 243 to rotate clockwise through the worm wheel 242 and the second connecting mechanism 241. The third shaft 243 is rigidly connected to the outer rotor of the second ratchet mechanism 231 , so the outer rotor of the second ratchet mechanism 231 rotates clockwise. At this time, the outer rotor of the second ratchet mechanism 231 is locked to the rotation direction of the inner rotor 2131 of the second ratchet mechanism, and then the outer rotor 2121 of the first ratchet mechanism rigidly connected to the other end of the second shaft 214 is driven by the second shaft 214 integrally formed with the inner rotor 2131 of the second ratchet mechanism to rotate clockwise.

At this time, the outer rotor 2121 of the first ratchet mechanism and the inner rotor of the first ratchet mechanism 212 are in the unlocked state of rotation direction, so the outer rotor 2121 of the first ratchet mechanism drives the second helical torsion spring 216 to rotate clockwise, thereby increasing the torsional elastic potential energy of the second helical torsion spring 216, realizing compensation for the centering torque, and finally realizing the function of returning the steering wheel 11 to centering.

The embodiment of the present application also provides a road feeling simulation execution method for a steer-by-wire vehicle, which is applied to the road feeling simulation execution device for a steer-by-wire vehicle, and the method includes:

The road feeling analog controller 3 controls the magneto-rheological shock absorber 13 to generate damping force and controls the magnitude of the damping force according to the torque and the torque of the rotation angle sensor 12; and generates road feeling according to the damping force;

Moreover, the road feeling simulation controller 3 controls the normalizing torque compensating motor 22 to generate force on the torsion elastic member in the normalizing torque generating structure 21 under the condition that the steering wheel 11 needs a normalizing torque according to the torque and the torque of the rotation angle sensor 12 ;

Through the acting force, the torsion elastic member generates a normalizing moment, and acts on the torque and the rotation angle sensor 12 through the first shaft 23;

Wherein, the torque of the torque and rotation angle sensor 12 is generated by the steering wheel 11 and transmitted through the steering column 14 to obtain.

In the embodiment of the present application, the road sense simulation controller 3 controls the magneto-rheological shock absorber 13 to generate a certain amount of damping force according to the torque and the torque of the rotation angle sensor 12, and can generate a road sense according to the generated damping force; and, the damping provided by the magneto-rheological shock absorber 13 belongs to semi-active damping, and will not drag the steering wheel 11 to rotate when the control fails. In addition, according to the torque of the torque and the torque of the rotation angle sensor 12, the road feeling simulation controller 3 controls the return torque compensation motor 22 to act on the torsion elastic member according to the torque of the torque and the torque of the rotation angle sensor 12, and then controls the return torque compensation motor 22 to act on the torsion elastic member, so that the torsion elastic member generates a certain amount of return torque; and then transmits the return torque to the torque and rotation angle sensor 12 through the first shaft 23, and further transmits the return torque to the steering wheel 11 to realize the return function of the steering wheel 11.

The implementation method for steering-by-wire vehicle road feeling simulation provided by the embodiment of the present application can realize the execution of the devices in Fig. 1 to Fig. 5 , and the various processes implemented in the embodiment will not be repeated here to avoid repetition.

The above description is only a preferred embodiment of the present application and an illustration of the applied technical principles. Those skilled in the art should understand that the scope of disclosure involved in this application is not limited to technical solutions formed by a specific combination of the above-mentioned technical features, but also covers other technical solutions formed by any combination of the above-mentioned technical features or their equivalent features without departing from the above-mentioned disclosed concept. For example, a technical solution formed by replacing the above-mentioned features with technical features with similar functions disclosed in (but not limited to) this application.

Claims (9)

1. A steering-by-wire vehicle road feeling simulation execution device, characterized in that the device comprises: Magneto-rheological shock absorber road sense generating components, aligning torque generation and compensation components, and road sense analog controllers; The road induction generating component of the magneto-rheological shock absorber includes: steering wheel; A torque and rotation angle sensor, the input end of the torque and rotation angle sensor is connected to the steering wheel through a steering column; A magneto-rheological shock absorber, the magneto-rheological shock absorber is connected to the torque and rotation angle sensor through a first connection mechanism; The normalizing torque generating and compensating components include: A return torque generating structure, the input end of the return torque generating structure is connected to the torque and rotation angle sensor through the first shaft; A return torque compensation motor, the return torque compensation motor is connected to the output end of the return torque generating structure through a second connection mechanism; The normalizing torque generating structure includes a torsional elastic member, which is used to generate a normalizing torque by twisting the torsional elastic member under the action of the normalizing torque compensation motor, and acts on the steering wheel through the first shaft and the torque and rotation angle sensor; The road sense analog controller is communicatively connected with the torque and rotation angle sensor, the magneto-rheological shock absorber and the centering torque compensation motor. 2. The steering-by-wire vehicle road feeling simulation actuator according to claim 1, wherein the magneto-rheological shock absorber comprises a piston rod; The first connection mechanism includes a gear, a nut, and a lead screw; the gear is keyed to the first shaft; The outer ring surface of the nut is a ring gear structure, and is meshed with the gear through the ring gear structure; The lead screw is integrally formed with the piston rod, and an end of the lead screw close to the nut is threadedly connected with the nut. 3 . The steering-by-wire vehicle road feeling simulation actuator according to claim 2 , wherein nut brackets are provided at the upper and lower ends of the nut for axially limiting the nut. 4 . 4. The steering-by-wire vehicle road feeling simulation actuator according to claim 1, characterized in that the centering moment generating structure further comprises: A first ratchet mechanism, the input end of the first ratchet mechanism is connected to the torque and rotation angle sensor through the first shaft; and the input end and the output end of the first ratchet mechanism are provided with guide grooves; A second ratchet mechanism, the input end of the second ratchet mechanism is connected to the output end of the first ratchet mechanism through a second shaft, and the output end of the second ratchet mechanism is connected to the return torque compensation motor through the second connection mechanism; a fixed bracket, the fixed bracket is arranged between the torque sensor and the first ratchet mechanism, and is used to support the first shaft; The torsional elastic member includes: A first helical torsion spring, the first helical torsion spring is sleeved outside the first shaft, and one end of the first helical torsion spring is fixed to the fixing bracket, and the other end is set in the guide groove at the input end of the first ratchet mechanism; A second helical torsion spring, the second helical torsion spring is sheathed outside the second shaft, and one end of the second helical torsion spring is fixed to the second ratchet mechanism, and the other end is arranged in the guide groove at the output end of the first ratchet mechanism. 5 . The device for simulating road feel of a steer-by-wire vehicle according to claim 4 , wherein the first helical torsion spring is opposite to the second helical torsion spring. 6. The device for simulating road feel of a steer-by-wire vehicle according to claim 4, wherein the second connecting mechanism comprises: A worm connected to the normalizing torque compensating motor, a worm wheel meshingly connected to the worm, and a third shaft whose two ends are respectively connected to the worm wheel and the normalizing torque generating structure. 7. The steering-by-wire vehicle road feeling simulation actuator according to claim 6, wherein the first ratchet mechanism and the second ratchet mechanism both include an inner rotor and an outer rotor meshingly connected; One end of the second shaft is rigidly connected to the outer rotor of the first ratchet mechanism, and the other end is rigidly connected to the inner rotor of the second ratchet mechanism; The third shaft is rigidly connected to the outer rotor of the second ratchet mechanism. 8. The steering-by-wire vehicle road feeling simulation actuator according to claim 7, characterized in that one end of the first helical torsion spring is fixed to the fixing bracket, and the other end is set in the guide groove at the input end of the outer rotor of the first ratchet mechanism; One end of the second helical torsion spring is fixed to the outer rotor of the second ratchet mechanism, and the other end is arranged in a guide groove at the output end of the outer rotor of the first ratchet mechanism. 9. A road feeling simulation execution method for a steer-by-wire vehicle, which is applied to the road feeling simulation execution device for a steer-by-wire vehicle, characterized in that the method includes: The road sense analog controller controls the magneto-rheological shock absorber to generate damping force and controls the magnitude of the damping force according to the torque and the torque of the rotation angle sensor; and generates road sense according to the damping force; In addition, when the road feeling simulation controller determines that the steering wheel needs a righting torque according to the torque and the torque of the rotation angle sensor, it controls the righting torque compensation motor to generate force on the torsion elastic member in the righting torque generating structure; The torsional elastic member generates a return torque through the force, and acts on the torque and the rotation angle sensor through the first axis; Wherein, the torque of the torque and the torque of the rotation angle sensor are generated by the steering wheel and transmitted through the steering column.