WO2024021311A1

WO2024021311A1 - Control apparatus, steering system, vehicle and steering control method

Info

Publication number: WO2024021311A1
Application number: PCT/CN2022/124670
Authority: WO
Inventors: 邱浩; 孙涛; 查晔皓
Original assignee: 克诺尔制动系统（大连）有限公司; 克诺尔商用车系统企业管理(上海)有限公司苏州分公司
Priority date: 2022-07-25
Filing date: 2022-10-11
Publication date: 2024-02-01
Also published as: CN115158451A; CN115158451B

Abstract

The present disclosure relates to a control apparatus for a steering system. The control apparatus comprises: an input module, which is configured to receive a driving state parameter, a steering style switching instruction that matches a steering style to be switched to among a plurality of steering styles, and a steering system state parameter capable of representing a fault in a steering system; an evaluation module, which is configured to activate or disable said steering style on the basis of the received driving state parameter, steering style switching instruction and steering system state parameter; a power module, which is provided with a plurality of power parameters that match the plurality of steering styles; a damping module, wherein a plurality of damping parameters that match the plurality of steering styles are provided in the damping module; and an aligning module, wherein a plurality of alignment parameters that match the plurality of steering styles are provided in the aligning module. In addition, the present disclosure relates to a steering system having the control apparatus, a related vehicle and a steering control method.

Description

Control device, steering system, vehicle and steering control method

Technical field

The present disclosure relates to the field of vehicle steering technology, and more specifically, to a control device for a steering system, a related steering system, a vehicle and a steering control method.

Background technique

The vehicle's steering system is an important part of the vehicle's driving system. The function of the vehicle's steering system is to control the vehicle's driving direction according to the driver's intention. As an important assembly of the entire vehicle, the steering system is closely related to vehicle handling stability, comfort and driving safety.

Currently, common steering systems include mechanical steering systems, hydraulic power steering systems, electric power steering systems, electronically controlled hydraulic steering systems, steer-by-wire systems, etc.

In some existing steering systems, especially steering systems for commercial vehicles, the power assist characteristic curve of the steering system is preset in the control device by the component supplier. As a result, the driver can only passively accept the preset steering style, but cannot switch between multiple steering styles.

Contents of the invention

The present disclosure aims to provide a control device, a steering system, a vehicle and a steering control method that can overcome at least one drawback of the prior art.

According to a first aspect of the present disclosure, it relates to a control device for a steering system, especially an electro-hydraulic steering system. The control device includes:

an input module configured to receive driving state parameters, a steering style switching command configured with a steering style to be switched among a plurality of steering styles, and a steering system state parameter that can represent a fault in the steering system;

an evaluation module configured to activate or disable the steering style to be switched based on the received driving state parameters, steering style switching instructions, and steering system state parameters;

A power assist module, in which a plurality of power assist parameters configured with the plurality of steering styles are provided, wherein the power assist module is configured to be based on a driving state parameter and a power assist parameter configured with the activated steering style. to provide corresponding assist parameter values;

A damping module, a plurality of damping parameters configured with the plurality of steering styles are provided in the damping module, wherein the damping module is configured to be based on a driving state parameter and a damping parameter configured with the activated steering style to provide corresponding damping parameter values; and

A backing module, in which a plurality of backing parameters configured with the plurality of steering styles are provided, wherein the backing module is configured to be based on driving state parameters and match the activated steering style. Set the back-alignment parameter to provide the corresponding back-alignment parameter value.

Advantageously, the control device allows the steering system to have an adjustable steering style. By setting multiple steering styles for the steering system, the steering style can be switched during driving of the vehicle to meet the driver's preference for different steering styles and improve the user experience. Advantageously, the present disclosure provides different style settings in terms of basic power assist characteristics, damping characteristics and return characteristics of the steering system for multiple steering styles, so that the difference in steering performance of the steering system under different steering styles is optimized.

According to a second aspect of the present disclosure, it relates to a steering system, especially an electro-hydraulic steering system, characterized in that the steering system includes an electric motor and a control device according to some embodiments of the present disclosure for controlling the electric motor.

According to a third aspect of the present disclosure, it relates to a vehicle, especially a commercial vehicle, characterized in that the vehicle includes: a steering style setting device configured to set a steering style from a plurality of predetermined steering styles. , and issues a steering style switching command associated with the set steering style; the vehicle control unit is configured to: receive the steering style switching command from the steering style setting device and transmit it to the steering system via the vehicle communication bus, from which The steering system receives identification parameters corresponding to the currently activated steering style of the steering system, checks the consistency between the steering style switching instructions and the identification parameters fed back by the steering system, and outputs corresponding feedback instructions based on the inspection results to use To present the corresponding inspection results; the steering system according to the present disclosure is configured to receive a steering style switching instruction from the vehicle control unit, and to feed back to the vehicle control unit an identification parameter corresponding to the currently activated steering style of the steering system .

According to a fourth aspect of the present disclosure, it relates to a steering control method, especially a steering control method implemented by means of a control device according to the present disclosure, characterized in that the steering control method includes:

Receive steering style switching instructions that are matched with one of the multiple steering styles;

Receive driving status parameters;

receiving steering system status parameters that can characterize faults within the steering system;

Activate or deactivate the steering style to be switched based on the received driving status parameters, steering style switching instructions and steering system status parameters,

When the steering style to be switched is disabled and the current steering style remains active:

-Provide corresponding assist parameter values based on driving state parameters and the first assist parameter configured with the current steering style,

-Provide corresponding damping parameter values based on driving state parameters and the first damping parameter configured with the current steering style,

-Provide corresponding back-aligning parameter values based on driving state parameters and the first back-aligning parameter configured with the current steering style, and

When the steering style configured with the steering style switching command is activated:

-Provide corresponding assist parameter values based on the driving state parameters and the second assist parameter configured with the steering style to be switched,

-Provide corresponding damping parameter values based on the driving state parameters and the second damping parameter configured with the steering style to be switched,

-Provide corresponding back-aligning parameter values based on the driving state parameters and the second back-aligning parameter configured with the steering style to be switched.

Description of drawings

The above and other aspects and advantages of the disclosure will become apparent from the following detailed description of exemplary embodiments, taken in conjunction with the accompanying drawings, which illustrate by way of example the principles of the disclosure. It is noted that the drawings are not necessarily to scale.

FIG. 1 shows a partial schematic diagram of a vehicle according to some embodiments of the present disclosure, in which a steering system according to some embodiments of the present disclosure is integrated.

FIG. 2 shows an exemplary block diagram of the vehicle of FIG. 1 .

Figure 3 shows a schematic block diagram of a control device according to some embodiments of the present disclosure.

FIG. 4 shows a schematic diagram of the assist module of the control device in FIG. 3 .

FIG. 5 shows a schematic diagram of the damping module of the control device in FIG. 3 .

FIG. 6 shows a schematic diagram of the back-alignment module of the control device in FIG. 3 .

Figure 7 shows a schematic flowchart of a steering control method according to some embodiments of the present disclosure.

Detailed ways

The present disclosure will be described below with reference to the accompanying drawings, in which several embodiments of the disclosure are shown. However, it should be understood that the present disclosure may be presented in many different ways and is not limited to the embodiments described below; in fact, the embodiments described below are intended to make the disclosure more complete and provide guidance to those skilled in the art. Personnel fully explain the scope of the present disclosure. It should also be understood that the embodiments disclosed herein can be combined in various ways to provide yet more additional embodiments.

It should be understood that the terminology used herein is used to describe particular embodiments only and is not intended to limit the disclosure. All terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art unless otherwise defined. For the sake of conciseness and/or clarity, well-known functions or structures may not be described in detail.

As used herein, the term "A or B" includes "A and B" as well as "A or B" and does not exclusively include only "A" or only "B" unless specifically stated otherwise.

As used herein, the term "exemplary" means "serving as an example, instance, or illustration." Any implementation illustratively described herein is not necessarily to be construed as preferred or advantageous over other implementations. Furthermore, the disclosure is not bound by any expressed or implied theory presented in the above technical field, background, brief summary or detailed description.

In addition, for reference purposes only, "first", "second" and other similar terms may also be used herein, and "first" and "second" may also refer to multiple "first", "second" ". For example, the words "first," "second," and other such numerical terms referring to structures or elements do not imply a sequence or order unless clearly indicated by the context.

It will also be understood that the word "comprising/comprising" when used herein illustrates the presence of the indicated features, integers, steps, operations, units and/or components, but does not exclude the presence or addition of one or more other features, Integers, steps, operations, units and/or components and/or combinations thereof. Unless otherwise defined, all terms (including technical and scientific terms) used herein have their ordinary meaning in the art to which they belong.

The present disclosure relates to a steering system with an adjustable steering style, especially an electro-hydraulic steering system. By setting multiple steering styles for the steering system, the steering style can be switched during driving of the vehicle to meet the driver's preference for different steering styles and improve the user experience. Advantageously, the present disclosure provides different style settings in terms of basic power assist characteristics, damping characteristics and return characteristics of the steering system for multiple steering styles, so that the difference in steering performance of the steering system under different steering styles is optimized.

The present disclosure also relates to a control device for the steering system, by which the steering system is allowed to achieve an adjustable steering style.

Furthermore, the present disclosure also relates to a vehicle, in particular a commercial vehicle, having the steering system. A commercial vehicle can be understood as a vehicle used to transport people and goods. Commercial vehicles can include passenger cars, trucks, semi-trailers, etc.

Next, various aspects of the present disclosure will be specifically introduced with reference to the accompanying drawings.

Referring to FIGS. 1 and 2 , FIG. 1 shows a partial schematic diagram of a vehicle 100 according to some embodiments of the present disclosure, into which a steering system 10 according to some embodiments of the present disclosure is integrated. FIG. 2 illustrates a partial exemplary block diagram of vehicle 100 of FIG. 1 . In the current embodiment, a commercial vehicle is taken as an example for introduction. It should be understood that in the present disclosure, the vehicle 100 can be any kind of motor vehicle, such as a car, a passenger car, a truck, a van, or other mobile tools. In the current embodiment, the electronically controlled hydraulic steering system 10 is taken as an example for introduction. It should be understood that in the present disclosure, the steering system 10 may also be an electric power steering system, a steer-by-wire system, or other forms of steering systems.

As shown in FIG. 1 , the electronically controlled hydraulic steering system 10 of the vehicle 100 of the present disclosure may exemplarily include:

The steering wheel 1 is used for steering operations by the driver to input steering force or steering torque to the steering system 10;

Steering torque transmission device 2, which may include a steering column and a steering intermediate shaft, is used to transmit the steering torque of the steering operation;

Universal joint 3 is used to connect the steering intermediate shaft and the steering gear input shaft;

Steering gear 4 is configured as a steering actuator, which includes a steering gear assembly;

The hydraulic power-assist module 5 includes a steering oil pot 501, an oil pipe 502, and a steering oil pump 503. The steering oil pot 501 can provide hydraulic power transmission medium to the steering gear 4 via the steering oil pump 503 and via the oil pipe 502 for hydraulic power assist;

An electronic control module, which may include a motor 6 for electric power assist, a control device 50 for controlling the motor 6 and a power supply for feeding the motor 6. The electronic control module is configured to provide steering through the motor 6 via the transmission mechanism 62. The input shaft of the machine is electrically assisted;

The steering pendant arm 7, as one of the components of the steering rod system of the vehicle 100 steering system 10, is used to transmit the torque output by the steering gear output shaft to the straight tie rod;

The steering straight rod 8, as one of the components of the steering rod system of the vehicle 100 steering system 10, is used to indirectly transmit the steering torque to the tires 9;

Tires 9 perform steering of the vehicle 100 .

The use of the electronically controlled hydraulic steering system 10 is advantageous. It can not only have a hydraulic power assist function, but also an electric power assist function, so that the power assist characteristics of the steering system 10 can be flexibly and efficiently adjusted to better suit the current driving situation. state. Furthermore, when there is no steering operation, the motor 6 stops running, thereby reducing energy consumption, which is more beneficial for commercial vehicles that usually have higher loads.

In some embodiments, the motor 6 used in the electro-hydraulic steering system 10 may be a DC motor 6, such as a brushless DC motor. At this time, the power source feeding the motor 6 may be a battery in the vehicle 100 and a corresponding DC/DC converter. In some embodiments, the motor 6 used in the electro-hydraulic steering system 10 may be an AC motor. At this time, the power source feeding the motor 6 may be a battery in the vehicle 100 and a corresponding DC/AC converter.

It should be understood that the structure of the electronically controlled hydraulic steering system 10 may have many variations and is not limited to the current embodiment. In some embodiments, the steering oil pump of the hydraulic power assist module 5 can be driven by a motor instead of a traditional engine drive, thereby improving the spatial arrangement of the electronically controlled hydraulic steering system 10 . In some embodiments, the adjustable steering style can also be implemented for the steering oil pump. That is to say, the control device 50 of the present disclosure can also be adapted to control the motor of the steering oil pump to achieve adjustable power assist. features, allowing for adjustable steering styles.

Continuing to refer to FIG. 1 , the vehicle 100 of the present disclosure may include a vehicle bus system 20 , such as a CAN bus system, and various electronic devices (not specifically shown in the figure) connected to the vehicle bus system 20 . These electronic devices may include but are not limited to: vehicle control unit 40, vehicle speed sensor, wheel speed sensor, engine speed sensor, yaw rate sensor, lateral acceleration sensor, gyroscope, steering angle sensor, torque sensor, human-machine interface , ADAS system, etc. The steering system 10 (eg its control device 50) can communicate with at least some of these electronic devices via the on-board bus system 20, thereby enabling a switchable steering style.

Referring to FIG. 2 , the vehicle 100 may include a steering style setting device 30 , a vehicle control unit 40 and an electro-hydraulic steering system (shown here as a control device 50 for the electric motor 6 ).

The steering style setting device 30 may be configured to allow the driver to set a steering style from a plurality of predetermined steering styles, and to issue a steering style switching command C, such as a control message, associated with the set steering style. The steering style setting device 30 may be configured to send the steering style switching command C to the vehicle control unit 40 and further forward it to the electronically controlled hydraulic steering system 10 via the vehicle control unit 40 . As an example, three steering styles can be specified: standard mode, comfort mode and sport mode, in which the steering assist is moderate. Compared with the standard mode, the comfort mode increases steering power and makes the driving experience more flexible and lighter. Compared with the standard mode, the steering power in the sports mode is reduced, making the driving experience more stable.

In some embodiments, the steering style setting device 30 may be configured as a human-machine interface of the vehicle 100 . In some embodiments, the steering style setting device 30 may be configured as a touch screen installed in the cockpit, and multiple steering style options may be displayed on the touch screen for the driver to select. In some embodiments, the steering style setting device 30 may be configured as a switch or knob installed in the cockpit, and one steering style can be selected from multiple steering styles by operating the corresponding switch or knob.

It should be understood that the steering style setting device 30 may have many variant possibilities. In some embodiments, the turning style setting device 30 may be configured as a gesture recognition device or a language recognition device. At this point, different gestures or words can be associated with different steering styles. Gesture recognition devices or voice recognition devices can determine the driver's selected steering style based on the driver's gestures or vocabulary. In some embodiments, the steering style setting device 30 may be configured as a portable smart device. By registering the corresponding portable smart device in the vehicle 100 in advance, the portable smart device can be allowed to set the steering style.

In some embodiments, the steering style setting device 30 may be configured to set a default steering style activated in the initial state of the steering system 10 . The initial state of the steering system 10 can be understood as the state of the steering system 10 when the vehicle 100 is started.

In some embodiments, the steering style setting device 30 may be configured to create an association between the user identity data and the default steering style, so as to activate the adapted default steering style for the user identity data.

In some embodiments, the steering style setting device 30 may be configured to obtain user identity data and activate a default steering style adapted to the user identity data based on the user identity data, thereby automatically setting adapted steering styles for different drivers. Default steering style.

User identity data can be understood as data that can uniquely characterize the driver as the user, which may include but is not limited to facial recognition, fingerprint recognition, ID card recognition, etc. In some embodiments, the steering style setting device 30 may be configured as a touch screen, which may be configured to obtain the user's fingerprint recognition data. The touch screen may also be configured to trigger the creation of an association between the user identity data and the default steering style in response to the user operating the touch screen in a predetermined manner after manually setting the default steering style, and to associate the user identity data with the default steering style in an associated manner. The data and the default steering style are pre-stored in the remote server, and through remote access to the pre-stored in the remote server, the user's setting of the default steering style can be realized across multiple different vehicles 100 . In some embodiments, the operating the touch screen in a predetermined manner is associated with a time period in which a finger is placed on the touch screen and/or a number of times the finger touches the touch screen.

In other embodiments, the steering style setting device 30 may also be configured as a camera device, which may be configured to acquire the user's face recognition data.

The vehicle control unit 40 may be constituted as a key control component of the vehicle 100, and may be responsible for one or more of the following functions: analyzing driver needs, monitoring driving status, coordinating the work of control units such as BMS, MCU, EMS, TCU, etc., and implementing The vehicle’s power on and off, drive control, energy recovery, accessory control and fault diagnosis functions. It should be understood that the vehicle control unit 40 of the present disclosure should be broadly understood, and it may include but is not limited to any control device 50 connected to the vehicle bus system 20 that has computing processing functions.

As shown in FIG. 2 , the vehicle control unit 40 may be configured to receive the steering style switching command C from the steering style setting device 30 and transmit it to the steering system 10 via the vehicle 100 communication bus, that is, for controlling the motor 6 Device 50. In some embodiments, the vehicle control unit 40 may check the steering style switching command C and/or the steering state of the steering system 10 . In some embodiments, the vehicle control unit 40 may be configured to receive an identification parameter corresponding to the currently activated steering style of the steering system 10 from the steering system 10 , and verify that the steering style switching command C is consistent with the steering style switching command C provided by the steering system 10 The feedback identifies the consistency between the parameters F, and outputs corresponding feedback instructions based on the inspection results to present the corresponding inspection results. When the vehicle control unit 40 detects that the steering style switching command C is consistent with the identification parameter F fed back by the steering system 10 , it generates a first feedback command for feedback on the success of the steering style setting through the human-machine interface, for example, in the human-machine interface The current successful steering style is displayed on the machine interface. When it is detected that the steering style switching command C is inconsistent with the identification parameter F fed back by the steering system 10 , a second feedback command is generated for feedback on the failure of the steering style setting through the human-machine interface, for example, displaying the steering on the human-machine interface. Style switching failed. It should be understood that the connection topology in which the steering style setting device 30 is connected to the control device 50 of the steering system 10 via the vehicle control unit 40 and the vehicle bus system 20 has proven to be advantageous. On the one hand, this connection topology can improve the steering style. The security of switching prevents safety accidents caused by data tampering; on the other hand, the powerful computing performance of the vehicle control unit 40 itself can be used to allow efficient and reliable additional verification of the steering style switching operation.

Next, with reference to FIGS. 3 to 7 , the control device 50 according to some embodiments of the present disclosure is introduced in detail.

As shown in FIG. 3 , the control device 50 of the present disclosure may include an input module 52 , an evaluation module 54 , a power assist module 56 , a damping module 58 and a return module 59 . It should be understood that the division of each functional module of the control device 50 is only based on functionality, and there is no strict limitation on physical location. In some embodiments, some or all functional modules may be integrated on a separate piece of hardware, such as an MCU, while other functional modules may be integrated on another piece of separate hardware, such as an MCU, and each piece of hardware may be communicatively connected.

The input module 52 may be configured to receive the driving state parameter P and the steering style switching instruction C configured with the steering style to be switched among the plurality of steering styles. Additionally or alternatively, the input module 52 may be configured to receive a steering system state parameter E that is indicative of a fault within the steering system 10 .

As shown in FIG. 1 , the control device 50 can communicate with various electronic devices connected to the vehicle bus system 20 via the vehicle bus system 20 , such as the CAN bus system, so as to obtain corresponding driving state parameters P from these electronic devices. The driving state parameters P may include but are not limited to: vehicle speed parameters, vehicle attitude parameters, and/or steering wheel state parameters. In some embodiments, the input module 52 may be configured to receive one or more of the following parameters as speed parameters: a vehicle speed parameter from a vehicle speed sensor, a wheel speed parameter from a wheel speed sensor, and an engine speed parameter from an engine speed sensor. In some embodiments, the input module 52 may be configured to receive one or more of the following parameters as attitude parameters: a yaw rate parameter from a yaw rate sensor, a lateral acceleration parameter from a lateral acceleration sensor, a yaw rate parameter from a gyroscope, Angular velocity parameters. In some embodiments, the input module 52 may be configured to receive one or more of the following parameters as steering wheel state parameters: hand force parameters, steering wheel angle parameters, steering wheel angular speed parameters, and steering wheel torque parameters.

The evaluation module 54 may be configured to activate or deactivate the steering style to be switched based on the received driving state parameter P and the steering style switching instruction C. Additionally or alternatively, the evaluation module 54 may be configured to activate or deactivate the steering style to be switched based on the received driving state parameter P, the steering style switching command C and the steering system state parameter E.

In some embodiments, the evaluation module 54 may be configured to verify the received steering style switching instruction C, and only allow activation of the steering style to be switched if the verification is correct, otherwise disable the steering style to be switched. By verifying the steering style switching command C, the accuracy of the steering style switching can be improved, and unexpected misoperations caused by interference or malfunctions can be prevented, thereby affecting driving safety. In some embodiments, the verification of the received steering style switching command C may include but is not limited to: verifying data loss of the steering style switching command C, verifying the mode value in the steering style switching command C, verifying the steering style The counter in the switching instruction C and/or the checksum in the steering style switching instruction C are verified.

In some embodiments, the evaluation module 54 may be configured to evaluate the received driving status parameter P by comparing the received driving status parameter P with a preset switching limit parameter, wherein only if The steering style to be switched is only allowed to be activated when the driving state parameter P is lower than the switching limit parameter, otherwise the steering style to be switched is disabled.

In some embodiments, the evaluation module 54 may be configured to activate or deactivate the steering style to be switched based on the vehicle speed parameter, wherein activation of the steering style to be switched is only allowed when the vehicle speed parameter is lower than the first switching limit, and is disabled otherwise. The steering style to switch. As a result, the switching of the steering style is limited to a lower driving speed range in an efficient and reliable manner, thereby not only improving driving safety but also maintaining the switchability of the steering style.

In some embodiments, the evaluation module 54 may be configured to activate or deactivate the steering style to be switched based on vehicle speed parameters as well as wheel speed parameters, yaw rate parameters, and/or lateral acceleration parameters. Preferably, activation of the steering style to be switched is allowed only when the wheel speed difference is less than the second switching limit, the yaw angular velocity is less than the third switching limit, and/or the lateral acceleration is less than the fourth switching limit, otherwise the steering to be switched is disabled. style. In some embodiments, the second switching limit, the third switching limit and/or the fourth switching limit are set in relation to the vehicle speed parameter. In some embodiments, the second switching limit, the third switching limit and/or the fourth switching limit decrease stepwise or stepwise as the vehicle speed increases. As a result, the switching of the steering style is limited to a relatively safe driving state in an efficient and reliable manner, thereby not only improving driving safety but also maintaining the switchability of the steering style.

In some embodiments, the evaluation module 54 may be configured to find out whether the specific driving state parameter P is missing or wrong, and when it is found that the specific driving state parameter P is missing or wrong, disable the steering style to be switched.

In some embodiments, the evaluation module 54 may be configured to find out whether the steering system 10 is in a normal operating mode based on the steering system state parameter E, wherein activation of the steering to be switched is only allowed when the steering system 10 is in the normal operating mode. style, otherwise disable the steering style to be switched. In some embodiments, the evaluation module 54 may be configured to find out whether a specific sensor, such as a torque sensor, a current sensor, a corner sensor, etc., has failed, and when the evaluation module 54 finds out that a specific sensor has failed, disable the steering to be switched. style. In some embodiments, the evaluation module 54 may be configured to find out whether specific hardware, such as the control device 50 , etc., is overheated, and when the evaluation module 54 determines that the specific hardware is overheated, disable the steering style to be switched.

Additionally or alternatively, the input module is configured to receive traffic data of the current driving environment, and the evaluation module is configured to additionally activate or deactivate the steering style to be switched based on the traffic data, the evaluation module is configured to : When traffic data indicates that the current driving environment requires increased attention, the steering style to be switched is disabled, otherwise the steering style to be switched is allowed to be activated. Situations that require increased attention may include but are not limited to: dangerous areas such as congested roads, construction roads, near schools, corners, narrow roads, bridges, etc.

Additionally or alternatively, the input module is configured to receive a state parameter from the autonomous driving system, and the evaluation module is configured to additionally activate or deactivate the steering style to be switched based on the state parameter of the autonomous driving system, the The evaluation module is configured to: disable the steering style to be switched when the status parameter of the automatic driving system indicates that the automatic driving level is higher than a predetermined level, otherwise allow the steering style to be switched to be activated. The autonomous driving level may be divided into six levels, for example, L0-L5, in which the predetermined level may be higher than L2, L3 or L4. L0 level: This level is completely operated by the driver, including steering, braking, accelerator, etc., all are judged by the driver himself, and the vehicle is only responsible for the execution of commands. L1 level: It can assist the driver in completing certain driving tasks, such as the adaptive cruise (ACC) function equipped on many models, and the radar controls the distance between vehicles and vehicle acceleration and deceleration in real time. L2 level: It can automatically complete certain driving tasks and automatically adjust the vehicle status after processing and analysis. The lane keeping function belongs to this level. In addition to controlling acceleration and deceleration, it can also control the steering wheel. The driver needs to observe the surrounding situation. Provide safe operation of vehicles. L3 level: This level controls the vehicle through a more logical driving computer. The driver does not need to be on standby with hands and feet. The vehicle can independently complete the operation and driving in a specific environment, but the driver cannot sleep or rest. When the artificial intelligence cannot make accurate judgments, , still requires manual operation. L4 level: The vehicle automatically makes autonomous decisions without any operation from the driver. It generally relies on the support of road information data that can be updated in real time to realize real travel scenarios such as automatic vehicle pickup and return, automatic formation cruising, and automatic obstacle avoidance. L5 level: The biggest difference from L4 level is that it does not require the driver to cooperate with any operations, achieving all-weather and all-region autonomous driving, and can respond to changes in environmental climate and geographical location. The driver can focus on rest or other At work.

Referring to Figures 3 and 4, the power assist module 56 of the control device 50 of some embodiments of the present disclosure is introduced. The power assist module 56 may be configured to provide corresponding power assist parameter values based on the driving state parameter P and the power assist parameter configured with the activated steering style. In some embodiments, the assist parameter value may be a assist torque value, that is, a assist torque value. When there is a torque loop in the closed-loop control algorithm of the motor 6, it is advantageous to directly provide the assist torque value. In some embodiments, the assist parameter value may be a assist current value, through which the desired assist torque value can be obtained.

In order to provide different power assist parameter values for different steering styles, the power assist module 56 may be provided with multiple power assist parameters T1 configured with the multiple steering styles. In some embodiments, the power assist module 56 is provided with a first power assist parameter table configured with the first steering style and a second power assist parameter table configured with the second steering style. The first assist parameter table may provide a first assist parameter value, preferably a first assist torque value, based on the vehicle speed parameter and the hand force parameter, and the second assist parameter table may provide a second assist parameter value, preferably a first assist torque value, based on the vehicle speed parameter and the hand force parameter. Second assist torque value. Under the same vehicle speed parameter and hand force parameter, the second assist parameter value may be greater than the first assist parameter value. Additionally or alternatively, the power assist module 56 may also be provided with a third power assist parameter table configured with the third steering style. The third power assist parameter table provides third power assist parameter values based on vehicle speed parameters and hand force parameters. , preferably the third assist torque value. Under the same vehicle speed parameters and hand force parameters, the third assist parameter value is greater than the second assist parameter value.

Referring to Figures 3 and 5, the damping module 58 of the control device 50 of some embodiments of the present disclosure is introduced. The damping module 58 may be configured to provide corresponding damping parameter values based on the driving state parameter P and the damping parameter assigned to the activated steering style. In some embodiments, the damping parameter value may be a damping moment value, that is, a damping torque value. When there is a torque loop in the closed-loop control algorithm of the motor 6, it is advantageous to provide the damping torque value directly. In some embodiments, the damping parameter value may be a damping current value through which a desired damping torque value may be obtained.

In order to provide different damping parameter values for different steering styles, the damping module 58 may be provided with multiple damping parameters matched with the multiple steering styles. In some embodiments, the damping module 58 may be provided with: a basic damping parameter table T2 configured to provide basic damping parameter values, preferably basic damping torque values, ie, damping torque values, based on the steering wheel speed parameter; vehicle speed coefficient Table T3 is configured to provide adjustment coefficients for basic damping parameter values based on vehicle speed parameters; the damping output gain adjustment sub-module k1 is configured to provide multiple damping gains matched with the multiple steering styles, so as to adjust the Different steering styles output different damping parameter values, preferably damping torque values. Therefore, the finally obtained damping parameter value may be a mathematical relationship, preferably a product, between the basic damping parameter value, the adjustment coefficient and the damping parameter value. In some embodiments, the damping output gain adjustment sub-module may be configured to provide a first damping gain configured with the first steering style and a second damping gain configured with the second steering style, wherein the second damping gain greater than the first damping gain. Additionally or alternatively, the damping output gain adjustment sub-module may be configured to provide a third damping gain associated with the third steering style, wherein the third damping gain is greater than the second damping gain.

Referring to FIGS. 3 and 6 , the return module 59 of the control device 50 of some embodiments of the present disclosure is introduced. The backing module 59 may be configured to provide corresponding backing parameter values based on the driving state parameter P and the backing parameter assigned to the activated steering style. In some embodiments, the damping parameter value may be a backing torque value, i.e., a backing torque value. When there is a torque loop in the closed-loop control algorithm of the motor 6, it is advantageous to directly provide the positive torque value. In some embodiments, the backing parameter value may be a backing current value, through which the desired backing torque value can be obtained.

In order to provide different correction parameter values for different steering styles, the correction module 59 may be provided with a plurality of correction parameters configured with the multiple steering styles. In some embodiments, the alignment module 59 may be provided with: a basic alignment parameter table T4, configured to be based on some or all of the steering wheel angle parameters, steering wheel speed parameters, vehicle speed parameters, and hand force parameters. Provide a basic backing parameter value, preferably a basic backing torque value; the backing output gain adjustment sub-module is configured to provide multiple backing gains matched with the multiple steering styles, so as to target different steering styles. Different backing parameter values, preferably backing torque values, are output. In some embodiments, the normalizing output gain adjustment sub-module may be configured to provide a first normalizing gain configured with the first steering style and a second normalizing gain configured with the second steering style, wherein: The positive gain of the second round is greater than the positive gain of the first round. Additionally or alternatively, the normalizing output gain adjustment sub-module may be configured to provide a third normalizing gain configured with the third steering style, wherein the third normalizing gain is greater than the second normalizing gain.

Next, with reference to FIG. 7 , a steering control method according to some embodiments of the present disclosure is introduced. It should be understood that the steering control method according to some embodiments of the present disclosure can be executed by the control device 50 according to some embodiments of the present disclosure. The contents of the present disclosure regarding the control device 50 can be applied to the steering control method, and will not be described again here. . It should be pointed out that the order of each method step in this article can be flexibly configured, and marking the steps by numbers is only for convenience of description and does not have a limiting effect.

As shown in Figure 7, the steering control method includes:

S10: In the initial state of the steering system 10, activate the default steering style;

S20: Receive the steering style switching command C that is matched with one of the multiple steering styles;

S30: Receive driving status parameter P;

S40: Activate or disable the steering style to be switched based on the received driving state parameter P and steering style switching command C;

S50: Based on the activated steering style, provide the power assist parameter value, damping parameter value and return parameter value corresponding to the activated steering style.

Additionally or alternatively, step S10 may include receiving user identity data and activating a default steering style associated with the user identity data.

Additionally or alternatively, step S40 may include activating or deactivating the steering style to be switched based on a vehicle speed parameter, wherein it is ascertained whether the vehicle speed parameter is below a first switching limit, and only if the vehicle speed parameter is below the first switching limit It is only allowed to activate the steering style to be switched, otherwise the steering style to be switched is disabled and the current steering style is maintained.

Additionally or alternatively, step S40 may include activating or deactivating the steering style to be switched based on the vehicle speed parameter and the wheel speed parameter, the yaw angular velocity parameter and/or the lateral acceleration parameter, wherein only if the wheel speed difference is less than the The steering style to be switched is only allowed to be activated when the second switching limit, the yaw angular velocity is less than the third switching limit, and/or the lateral acceleration is less than the fourth switching limit, otherwise the steering style to be switched is disabled.

Additionally or alternatively, step S40 may include receiving a steering system state parameter capable of characterizing a fault within the steering system 10 and activating or based on the received driving state parameter P, the steering style switching command C and the steering system state parameter E. Disable the steering style to be switched.

Additionally or alternatively, step S40 may include: when the steering style to be switched is disabled and the current steering style, such as the default steering style, remains activated: based on the driving state parameter P and the first power assist parameter configured with the current steering style To provide the corresponding power assist parameter value; to provide the corresponding damping parameter value based on the driving state parameter P and the first damping parameter configured with the current steering style; to provide the corresponding damping parameter value based on the driving state parameter P and the first return positive parameter configured with the current steering style Parameters to provide corresponding back-alignment parameter values. When the steering style configured with the steering style switching command C is activated: the corresponding power assist parameter value is provided based on the driving state parameter P and the second power assist parameter configured with the steering style to be switched; based on the driving state parameter P and the second power assist parameter configured with the steering style to be switched; The corresponding damping parameter value is provided based on the second damping parameter configured for the steering style to be switched; the corresponding back-aligning parameter value is provided based on the driving state parameter P and the second back-aligning parameter configured for the steering style to be switched.

Having thus described the disclosure, it will be apparent that the disclosure may be varied in a variety of ways. Such changes should not be considered as a departure from the spirit and scope of the present disclosure, and all such modifications apparent to those skilled in the art are intended to be included within the scope of the following claims.

Claims

A control device for a steering system, especially an electronically controlled hydraulic steering system, characterized in that the control device includes:

an input module configured to receive driving state parameters, a steering style switching command configured with a steering style to be switched among a plurality of steering styles, and a steering system state parameter that can represent a fault in the steering system;

an evaluation module configured to activate or disable the steering style to be switched based on the received driving state parameters, steering style switching instructions, and steering system state parameters;

A power assist module, in which a plurality of power assist parameters configured with the plurality of steering styles are provided, wherein the power assist module is configured to be based on a driving state parameter and a power assist parameter configured with the activated steering style. to provide corresponding assist parameter values;

A damping module, a plurality of damping parameters configured with the plurality of steering styles are provided in the damping module, wherein the damping module is configured to be based on a driving state parameter and a damping parameter configured with the activated steering style to provide corresponding damping parameter values; and

A backing module, in which a plurality of backing parameters configured with the plurality of steering styles are provided, wherein the backing module is configured to be based on driving state parameters and match the activated steering style. Set the back-alignment parameter to provide the corresponding back-alignment parameter value.
The control device according to claim 1, characterized in that:

The driving state parameters include vehicle speed parameters, vehicle attitude parameters and/or steering wheel state parameters,

Preferably, the input module is configured to receive one or more of the following parameters as speed parameters: a vehicle speed parameter from a vehicle speed sensor, a wheel speed parameter from a wheel speed sensor, and an engine speed parameter from an engine speed sensor;

Preferably, the input module is configured to receive one or more of the following parameters as attitude parameters: yaw angular velocity parameters from a yaw angular velocity sensor, lateral acceleration parameters from a lateral acceleration sensor, and angular velocity parameters from a gyroscope;

Preferably, the input module is configured to receive one or more of the following parameters as steering wheel state parameters: hand force parameters, steering wheel angle parameters, steering wheel angular speed parameters, and steering wheel torque parameters.
The control device according to claim 1 or 2, characterized in that:

The input module is configured to receive traffic data for the current driving environment, and

The evaluation module is configured to additionally activate or deactivate the steering style to be switched based on the traffic data, the evaluation module is configured to: deactivate the steering style to be switched when the traffic data indicates that the current driving environment requires increased attention, Otherwise allow activation of the steering style to be switched; and/or

The input module is configured to receive a status parameter from the automatic driving system, and the evaluation module is configured to additionally activate or deactivate the steering style to be switched based on the status parameter of the automatic driving system, the evaluation module is configured to: when the automatic driving When the status parameters of the system indicate that the autonomous driving level is higher than the predetermined level, the steering style to be switched is disabled, otherwise the steering style to be switched is allowed to be activated.
The control device according to claim 3, characterized in that the evaluation module is configured to:

- Verify the received steering style switching instruction, wherein only if the verification is correct, the steering style to be switched is allowed to be activated, otherwise the steering style to be switched is disabled. Preferably, the verification includes verifying the steering style switching. Data loss of the command, verifying the mode value in the steering style switching command, verifying the counter in the steering style switching command, and/or verifying the checksum in the steering style switching command;

- The received driving state parameters are evaluated by comparing the received driving state parameters with preset switching limit parameters, wherein activation of the switch is only allowed if the driving state parameter is lower than the switching limit parameter the steering style, otherwise the steering style to be switched is disabled;

- Find out whether a specific driving state parameter is missing or wrong, and when it is found that a specific driving state parameter is missing or wrong, disable the steering style to be switched; and/or

- Find out whether the steering system is in a normal working mode based on the steering system status parameter, wherein activation of the steering style to be switched is only allowed when the steering system is in the normal working mode, otherwise the steering style to be switched is disabled.
The control device according to claim 4, characterized in that the evaluation module is configured to:

Activating or disabling the steering style to be switched based on the vehicle speed parameter, wherein the steering style to be switched is only allowed to be activated when the vehicle speed parameter is lower than the first switching limit, otherwise the steering style to be switched is disabled; and/or

Activate or deactivate the steering style to be switched based on vehicle speed parameters and wheel speed parameters, yaw angular velocity parameters and/or lateral acceleration parameters,

Preferably, activation of the steering style to be switched is allowed only when the wheel speed difference is less than the second switching limit, the yaw angular velocity is less than the third switching limit, and/or the lateral acceleration is less than the fourth switching limit, otherwise the steering to be switched is disabled. style,

Preferably, the second switching limit, the third switching limit and/or the fourth switching limit are set in relation to the vehicle speed parameter,

Preferably, the second switching limit, the third switching limit and/or the fourth switching limit decrease stepwise or stepwise as the vehicle speed increases.
The control device according to any one of claims 1 to 5, characterized in that the power assist module is provided with a first power assist parameter table matched with the first steering style and a second power parameter table matched with the second steering style. A power assist parameter table, the first power assist parameter table provides a first power assist parameter value, preferably a first power assist torque value based on the vehicle speed parameter and the hand force parameter, and the second power assist parameter table provides a second power assist parameter value based on the vehicle speed parameter and the hand force parameter. , preferably the second assist torque value, wherein, under the same vehicle speed parameter and hand force parameter, the second assist parameter value is greater than the first assist parameter value,

Preferably, the power assist module is provided with a third power assist parameter table configured with the third steering style. The third power assist parameter table provides a third power assist parameter value, preferably a third power assist torque, based on vehicle speed parameters and hand force parameters. value, wherein, under the same vehicle speed parameter and hand force parameter, the third power assist parameter value is greater than the second power assist parameter value.
The control device according to any one of claims 1 to 6, characterized in that the damping module is provided with:

a basic damping parameter table configured to provide basic damping parameter values, preferably basic damping torque values, based on the steering wheel speed parameter;

a vehicle speed coefficient table configured to provide adjustment coefficients for basic damping parameter values based on the vehicle speed parameter;

A damping output gain adjustment submodule configured to provide multiple damping gains matched with the multiple steering styles, so as to output different damping parameter values, preferably damping torque values, for different steering styles;

Preferably, the damping output gain adjustment sub-module is configured to provide a first damping gain configured with the first steering style and a second damping gain configured with the second steering style, wherein the second damping gain is greater than the first damping gain,

Preferably, the damping output gain adjustment sub-module is configured to provide a third damping gain configured with the third steering style, wherein the third damping gain is greater than the second damping gain.
The control device according to any one of claims 1 to 7, characterized in that the correction module is provided with:

The basic backing parameter table is configured to provide basic backing parameter values, preferably basic backing torque values based on steering wheel angle parameters, steering wheel rotation speed parameters, vehicle speed parameters, and/or hand force parameters;

The backing output gain adjustment sub-module is configured to provide a plurality of backing gains matched with the multiple steering styles, so as to output different backing parameter values, preferably backing torque values, for different steering styles;

Preferably, the normalizing output gain adjustment sub-module is configured to provide a first normalizing gain configured with the first steering style and a second normalizing gain configured with the second steering style, wherein the second normalizing gain is greater than the first positive gain,

Preferably, the normalizing output gain adjustment sub-module is configured to provide a third normalizing gain configured with the third steering style, wherein the third normalizing gain is greater than the second normalizing gain.
A steering system, especially an electro-hydraulic steering system, is characterized in that the steering system includes an electric motor and a control device according to one of claims 1 to 8 for controlling the electric motor.
A vehicle, especially a commercial vehicle, is characterized in that the vehicle includes:

a steering style setting device configured to set a steering style from a plurality of predetermined steering styles and issue a steering style switching command associated with the set steering style,

The vehicle control unit is configured as:

-Receive the steering style switching command from the steering style setting device and transmit it to the steering system via the vehicle communication bus,

- receiving from said steering system identification parameters corresponding to the currently activated steering style of the steering system,

- Check the consistency between the steering style switching instructions and the identification parameters fed back by the steering system, and output corresponding feedback instructions based on the inspection results to present the corresponding inspection results,

The steering system according to claim 9, configured to receive a steering style switching instruction from a vehicle control unit, and to feed back an identification parameter corresponding to the currently activated steering style of the steering system to the vehicle control unit.
The vehicle according to claim 10, characterized in that the vehicle control unit is configured to:

When it is detected that the steering style switching instruction is consistent with the identification parameter fed back by the steering system, a first feedback instruction is generated for feedback on the success of the steering style setting through the human-machine interface,

When it is detected that the steering style switching command is inconsistent with the identification parameter fed back by the steering system, a second feedback command is generated for feedback on the failure of the steering style setting through the human-machine interface.
The vehicle according to claim 10, characterized in that:

The steering style setting device is configured as a human-machine interface, especially a touch screen, a switch or a knob,

Preferably, the steering style setting device is configured to set a default steering style activated in an initial state of the steering system,

Preferably, the steering style setting device is configured to: obtain user identity data, especially facial recognition and fingerprint recognition, and create a correlation between the user identity data and the default steering style, so as to activate the adapted steering style for the user identity data. Default steering style.
A steering control method, especially a steering control method implemented by means of a control device according to one of claims 1 to 8, characterized in that the steering control method includes:

Receive steering style switching instructions that are matched with one of the multiple steering styles;

Receive driving status parameters;

receiving steering system status parameters that can characterize faults within the steering system;

Activate or deactivate the steering style to be switched based on the received driving status parameters, steering style switching instructions and steering system status parameters,

When the steering style to be switched is disabled and the current steering style remains active:

-Provide corresponding assist parameter values based on driving state parameters and the first assist parameter configured with the current steering style,

-Provide corresponding damping parameter values based on driving state parameters and the first damping parameter configured with the current steering style,

-Provide corresponding back-aligning parameter values based on driving state parameters and the first back-aligning parameter configured with the current steering style, and

When the steering style configured with the steering style switching command is activated:

-Provide corresponding assist parameter values based on the driving state parameters and the second assist parameter configured with the steering style to be switched,

-Provide corresponding damping parameter values based on the driving state parameters and the second damping parameter configured with the steering style to be switched,

-Provide corresponding back-aligning parameter values based on the driving state parameters and the second back-aligning parameter configured with the steering style to be switched.
The steering control method according to claim 13, characterized in that the steering control method includes:

In an initial state of the steering system, a default steering style is activated. Preferably, user identity data is received and the default steering style associated with the user identity data is activated.
The steering control method according to claim 13, characterized in that the steering control method includes:

Activate or disable the steering style to be switched based on the vehicle speed parameter, where it is found out whether the vehicle speed parameter is lower than the first switching limit. The steering style to be switched is only allowed to be activated when the vehicle speed parameter is lower than the first switching limit, otherwise the steering style to be switched is disabled. Switch steering styles while maintaining the current steering style, and/or

Activate or deactivate the steering style to be switched based on the vehicle speed parameter and the wheel speed parameter, yaw angular velocity parameter and/or lateral acceleration parameter, wherein only when the wheel speed difference is less than the second switching limit and the yaw angular velocity is less than the third switching limit , and/or the lateral acceleration is less than the fourth switching limit, the steering style to be switched is allowed to be activated, otherwise the steering style to be switched is disabled,

Preferably, the second switching limit, the third switching limit and/or the fourth switching limit are set in relation to the vehicle speed parameter,

Preferably, the second switching limit, the third switching limit and/or the fourth switching limit decrease stepwise or stepwise as the vehicle speed increases.