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

Abstract

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

Description

Wire control steering wheel locking methods, equipment and products

Technical field

This application relates to the field of vehicle control technology, and in particular to wire-controlled steering wheel locking methods, equipment, and products.

Background technique

In a steer-by-wire system, there is no mechanical connection between the steering wheel and the steering wheel. When it is necessary to perform a steering action, the steering force feedback actuator and wheel steering actuator need to be used to perform the corresponding steering action and feedback torque to the steering wheel. When the steering wheel of the vehicle is stuck by an obstacle, in order to prevent the user from forcing the steering wheel to cause unnecessary damage to the steering force feedback actuator and wheel steering actuator, the steering wheel will be locked so that the user can sense the current steering The wheel cannot turn. However, the reliability of the device that restricts the steering wheel cannot be guaranteed.

Contents of the invention

Embodiments of the present application provide methods, equipment, and products for wire-controlled steering wheel locking devices to achieve solutions for improving the safety effects of wire-controlled steering wheel locking equipment.

In the first aspect, embodiments of the present application provide a wire-controlled steering wheel locking method, which is applied to a wire-controlled steering wheel locking device. The device includes a controller, a clutch, and a locking component;

The controller is used to determine the vehicle operating status;

Adjust the locking relationship between the locking component and the clutch according to the vehicle operating status;

If the locking relationship is in an unlocked state, the clutch is controlled to close according to the steering wheel state of the vehicle to limit the rotation of the steering wheel.

In this wire-controlled steering wheel locking device, under certain circumstances, when the clutch is in a closed state, the steering wheel rotation can be restricted. However, the steering wheel is not allowed to be locked when the vehicle is driving normally. Therefore, in this solution, the locking component is used to limit the closed state of the clutch to avoid incorrect closing of the clutch, thereby effectively improving the safety effect of the steer-by-wire system.

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

If the vehicle operating state is vehicle driving, adjust the locking relationship between the locking component and the clutch to a locking state to restrict the clutch from closing;

If the vehicle operating state is that the vehicle is stopped, the locking relationship between the locking component and the clutch is adjusted to the unlocked state.

It should be noted that when it is detected that the vehicle speed is greater than the preset speed threshold (for example, 5Km/h), the vehicle can be considered to be in a driving state; when it is detected that the vehicle speed is not greater than the preset speed threshold, the vehicle can be considered to be in a stopped state. .

When the vehicle is driving normally, the driver needs to control the steering wheels through the steering wheel to control the direction of the vehicle. Therefore, when the vehicle is driving normally, it is not allowed to limit the rotation of the steering wheel by closing the clutch. Therefore, the locking component is used to ensure that the steering wheel of the vehicle is not restricted and improves the safety effect of steer-by-wire.

The vehicle is in a stopped state, which can be divided into vehicle power-off stop and vehicle power-on pause. When the vehicle is in a power-off stop state and the user does not need to control the steering wheel through the steering wheel, the locking component will not lock the clutch, and the clutch can work as needed (for example, it can be determined as needed Whether to close or separate), while ensuring the safety and reliability of the clutch, ensure that the clutch can perform normal closing and separating actions. Generally speaking, when the vehicle is at a power-off stop, in order to meet the driver's need to get in and out of the vehicle, the clutch will be set to a closed state and the steering wheel can be locked. The fixed steering wheel can provide a handholding point for the driver to get in and out of the vehicle. , making it easier for the driver to get in and out of the car while holding the steering wheel.

When the vehicle is in a power-on pause state, for example, the vehicle is waiting for a traffic light, or the vehicle is stopped but the user is using the steering wheel to complete the game, or the vehicle is in escape mode. At this time, although the vehicle speed is not greater than the preset speed threshold, the user still needs to turn the steering wheel, and the clutch needs to be locked through the locking component to prevent the clutch from closing.

Optionally, adjusting the locking relationship between the locking component and the clutch to a locked state includes: sending a locking signal to the locking component to lock the locking member through a locking tongue in the locking component. The locking relationship is adjusted to a locked state.

The locking component contains a locking tongue structure, and the locking tongue is controlled by the locking signal. When a locking signal is sent to the locking component, the locking tongue extends, which restricts the clutch component in the clutch and blocks the closing of the clutch component through the locking tongue. Therefore, in the technical solution of the present application, the expansion and contraction state of the lock tongue is used to adjust the locking relationship of the clutch. It can effectively ensure that the clutch is in safe working condition.

Optionally, in response to the locking signal, if locking is unsuccessful or the clutch is closed, locking failure prompt information is generated.

After the controller sends a locking signal to the locking component, if the locking component fails to lock the clutch successfully, it means that the clutch may be closed incorrectly, posing a threat to the safety control of the steering wheel. Therefore, it is necessary to promptly notify the driver. Report the abnormal situation to the safety personnel and relevant safety personnel, so as to improve the safety effect of the wire-controlled steering wheel locking device.

Optionally, after generating the locking failure prompt information, the method further includes: switching the vehicle driving mode to the automatic driving mode.

Based on the above solution, when the locking component fails to lock the clutch, it means that the steering wheel may limit the normal rotation of the steering wheel due to the mistaken closing of the clutch. Even if the clutch is incorrectly closed and restricts the steering wheel, since there is no mechanical connection between the steering wheel and the steering wheel in the control-by-wire system, the vehicle driving mode can be switched to the automatic driving mode, and the steering wheel can be controlled without turning the steering wheel. wheel for control. Ensure that the steering wheel of the vehicle is safe and controllable to achieve safe driving of the vehicle. In addition, in the escape scenario, the driver can also switch the vehicle driving mode to autonomous driving mode to escape.

Optionally, controlling the clutch closure according to the vehicle's steering wheel status to limit steering wheel rotation includes:

If the steering wheel status of the vehicle is a limited rotation state, disabling the wire control signal between the steering wheel and the steering wheel;

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

When it is found that the vehicle status is that the steering wheel rotation is limited, the steering wheel's ability to drive the steering wheel needs to be limited. Therefore, the wire control signal between the steering wheel and the steering wheel does not need to be used. Even if the steering wheel rotates, the steering wheel will not be driven to rotate accordingly. . At the same time, the clutch can also be adjusted to a closed state to limit the rotation of the steering wheel, so that the driver can feel that the steering wheel and steering wheel cannot rotate. Further improve the effect of limiting steering wheel rotation.

Optionally, controlling the clutch closure according to the steering wheel status of the vehicle includes:

Determine the limiting angle that limits the steering wheel when the clutch is closed;

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

In practical applications, when it is found that the steering wheel is stuck and cannot rotate in a certain direction, if it is detected that the driver is still turning the steering wheel in that direction, the clutch is closed to limit the steering wheel rotation. If the driver's intention to turn the steering wheel in the opposite direction to the restricted direction is detected, the clutch is disengaged and the locking component is used to lock the clutch, allowing the user to turn in the opposite direction. Reliable steering control of the steering wheel is achieved through clutch and lock components.

It should be noted that if the vehicle is in an escape scenario, as the steering wheel repeatedly rotates, the stuck position of the steering wheel may change. Therefore, when the blocking torque detected by the steering wheel changes (for example, decreases or disappears), the limit angle will be recalibrated and the limit angle will be adaptively adjusted.

Optionally, if the locking relationship between the locking component and the clutch is in a locked state, and a control signal controlling the closing of the clutch is detected, the closing of the clutch is restricted by the locking component and the closing action cannot be completed. , generate an error message.

At this time, the working state of the locking component is inconsistent with the working state of the clutch (in other words, the working state of the locking component conflicts with the working state of the clutch), then there may be an error in the locking component or the clutch (it may be a signal error in the locking component, or it may be It is a working state that causes conflicts caused by various errors such as clutch signal errors). The error message needs to be sent to the driver and relevant technicians to troubleshoot the problem, thereby guiding the technicians to solve the problem of the incorrect working state.

Optionally, controlling the clutch closure according to the vehicle's steering wheel status to limit steering wheel rotation includes:

determining an adjusted steering angle limit position in response to the steering ratio adjustment request;

When the steering wheel state of the vehicle matches the steering angle limit position, the clutch is controlled to be closed to limit steering wheel rotation.

In practical applications, drivers can adjust the steering ratio between the steering wheel and the steering wheel according to their own driving or entertainment needs. The adjusted steering angle limit position of the steering wheel can be limited by the clutch. When the sensor detects that the steering wheel has rotated to the steering angle limit position, the clutch will be closed to prevent the steering wheel from continuing to rotate. Using the above solution, the steering ratio adjustment process can be effectively simplified, meeting the diverse needs of users while improving the efficiency of steering ratio adjustment.

In a second aspect, embodiments of the present application provide a wire-controlled steering wheel locking device, which device includes: a clutch connected to a column of the steering wheel, and a locking component adjacent to the clutch;

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

When the second clutch component is in the first position, the first clutch component and the second clutch component are closed to limit the rotation of the steering wheel;

When the second clutch component is in the second position, the first clutch component is separated from the second clutch component, and the locking component locks the second clutch component to prevent the first The clutch component is closed with the second clutch component.

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

When the vehicle operating state is the driving state, the second clutch component is locked in the disengaged position through the locking tongue. The lock tongue is used to lock the second clutch component in the disengaged position to prevent the second clutch component from being closed incorrectly under the control of an incorrect control signal, or the locking component from being closed incorrectly due to a mechanical failure, which can effectively improve the performance of the system. Safety effects of wire-controlled steering wheel locking equipment.

Optionally, when the vehicle operating state is a driving state, if the locking component is in a locked state and the clutch is in a closed state, the vehicle driving mode is switched to the automatic driving mode.

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

Optionally, if a steering ratio adjustment request is received, when the steering wheel rotates to the steering angle limit position after adjusting the steering ratio, the clutch is controlled to be closed to limit the steering wheel rotation.

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

The vehicle body is equipped with memory, controller, communication components and human-computer interaction equipment;

The memory is used to store one or more computer instructions; the controller is used to execute the one or more computer instructions to: perform the steps in the wire-controlled steering wheel locking method.

In a fourth aspect, embodiments of the present application provide a computer program product stored therein. When the computer program product is executed, the steps in the wire-controlled steering wheel locking method can be implemented.

The wire-controlled steering wheel locking method, equipment, and product provided by the embodiments of the present application are applied to the wire-controlled steering wheel locking device. The device includes a controller, a clutch, and a locking component; the controller is used to determine the vehicle operating status. ;According to the operating state of the vehicle, adjust the locking relationship between the locking component and the clutch; if the locking relationship is in an unlocked state, control the closing of the clutch according to the state of the steering wheel of the vehicle to limit the rotation of the steering wheel; If the locking relationship is a locking state, when the clutch receives a closing command, the locking component restricts the clutch from closing. Through the above solution, while the clutch is used to restrict the steering wheel, in order to avoid the steering wheel being restricted due to misoperation of the clutch, the locking component can be used to lock the clutch according to the vehicle operating status. Even if there is an erroneous closing command of the clutch, its closing can be restricted by the locking component, which can effectively improve the safety effect and reliability of the wire-controlled steering wheel locking device.

Description of the drawings

The drawings described here are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation of the present application. In the attached picture:

Figure 1 is a schematic structural diagram of a vehicle steering-by-wire system provided by an embodiment of the present application;

Figure 2 is a schematic structural diagram of a wire-controlled steering wheel locking device provided by an embodiment of the present application;

Figures 3a and 3b are schematic diagrams of the working state of a locking component and a clutch provided by an embodiment of the present application;

Figure 4 is a schematic flow chart of a wire-controlled steering wheel locking method provided by an embodiment of the present application;

Figure 5 is a schematic structural diagram of vehicle equipment provided by an embodiment of the present application;

Figure 6 is a schematic diagram of a wire-controlled steering wheel locking device provided by an embodiment of the present application.

Detailed ways

In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention.

Some of the processes described in the description, claims and above-mentioned drawings of the present invention include multiple operations that appear in a specific order. These operations may be performed out of the order in which they appear herein or in parallel. The sequence numbers of operations, such as 101, 102, etc., are only used to distinguish different operations. The sequence numbers themselves do not represent any execution order. Additionally, these processes may include more or fewer operations, and the operations may be performed sequentially or in parallel. It should be noted that the descriptions such as "first" and "second" in this article are used to distinguish different messages, devices, modules, etc., and do not represent the order, nor do they limit "first" and "second" are different types.

First of all, it should be noted that the technical solution of this application is implemented based on the vehicle steering-by-wire system. Figure 1 is a schematic structural diagram of a vehicle steering-by-wire system provided by an embodiment of the present application. As can be seen from Figure 1, the vehicle steering-by-wire system includes three main parts: column assembly 1, steering execution assembly 2 and controller (Electronic Control Unit, ECU, electronic control unit), as well as power supply if necessary. Auxiliary systems, etc.

The column assembly 1 includes a steering wheel 11 , sensors 12 (including, for example, a rotation angle sensor, a torque sensor, an angular velocity sensor, etc.), and a first driving motor 13 of the steering wheel. The steering wheel, sensor and first drive motor are connected through the column. The main function of the column assembly is to transmit the driver's steering intention (for example, by measuring the steering wheel angle) to the controller; at the same time, it receives the torque control signal from the controller and generates the steering wheel backing torque to provide the driver with the corresponding steering wheel angle. Feel and/or road feel information. The steering execution assembly includes a front wheel steering angle sensor, a steering wheel drive motor, a steering wheel drive motor controller, and front wheel steering components (such as racks and tie rod mechanical assemblies). The function of the steering execution assembly 2 is to receive commands from the controller and control the rotation of the steering wheel through the steering wheel drive motor controller to realize the driver's steering intention.

In order to facilitate understanding, the technical solution of the present application will be described below with reference to specific embodiments.

Figure 2 is a schematic structural diagram of a wire-controlled steering wheel locking device provided by an embodiment of the present application. As can be seen from Figure 2, the device includes a clutch 22 connected to the column 223 of the steering wheel, and a locking component 23 arranged adjacent to the clutch 22.

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

When the second clutch component 222 is in the first position, the first clutch component 221 and the second clutch component 222 are closed to limit the rotation of the steering wheel.

When the second clutch component 222 is in the second position, the first clutch component 221 is separated from the second clutch component 222, and the locking component 23 locks the second clutch component 222 to lock the second clutch component 222. The first clutch component 221 and the second clutch component 222 are prevented from closing.

The vehicle also includes: a controller 21 for controlling the working states of the clutch 22 and the locking component 23 respectively according to the judgment results of the vehicle operating state and the vehicle steering wheel state. The first position mentioned here is the engaging position of the clutch, and the second position is the disengaging position of the clutch.

In order to facilitate understanding, the main structural relationships related to the steering wheel in the control-by-wire steering system will be described below with reference to Figure 2. The steering wheel is mechanically connected to the first drive motor 13 and the clutch 22 through the column. As mentioned above, the first driving motor here is used to generate feedback driving force to the steering wheel 24 so that the driver can sense the feedback force generated by the steering wheel. In other words, the feedback driving force received by the steering wheel 24 is simulated by the first driving motor 13 . In some cases, such as when the vehicle is stuck in sand or quagmire, the steering wheel cannot rotate. If the user does not understand the situation and frequently turns the steering wheel hard, the steering wheel, first drive motor, column, rack and other components may be damaged. cause some damages. Therefore, the clutch can be used to lock the steering wheel. The locked steering wheel can no longer rotate in a certain direction (it can rotate in the opposite direction or is allowed to rotate within a certain angle range), or it can be completely locked so that the steering wheel cannot rotate at all.

It should be noted that the locking component 23 mentioned here can be an electromagnetic lock, a pneumatic lock, a hydraulic lock, and other various components that can play a locking role.

The clutch 22 may be an electromagnetic clutch, a hydraulic clutch, a pneumatic clutch, a mechanical clutch, etc. The working principle of the clutch component in the clutch may include embedded closing, frictional pull-in (for example, the clutch component is in the form of a clutch plate), etc. This application takes a friction clutch containing two clutch plates as an example for explanation.

In practical applications, the clutch 22 determines based on various conditions and then executes the limiting action on the steering wheel. However, it is inevitable that the clutch 22 may be erroneously closed due to errors in conditions, errors in detection, interference, etc. In the event of incorrect closure, the driver will no longer be able to turn the steering wheel. Therefore, in order to avoid the occurrence of incorrect clutch closing, the locking component can be used to lock the clutch. The clutch locked by the locking component cannot be closed, which ensures that the steering wheel can work normally; even if the clutch receives an error signal or performs an incorrect action, it will not limit the normal operation of the steering wheel. Specifically, the locked and unlocked states of the clutch by the locking component will be illustrated through the following embodiments.

It should be noted that the working state of the locking component (whether it is an extended state or a retracted state) and the working state of the clutch are both controlled by the controller. The controller will comprehensively determine the working status of the clutch and locking components based on the vehicle operating status, vehicle steering wheel status, etc. For example, when the vehicle is driving, the steering wheel is not allowed to be restricted by the clutch. Because once restricted, the driver will not be able to control and adjust the direction of the driving vehicle, which will threaten vehicle safety. Therefore, when the controller determines that the current vehicle operating state is in a driving state, it controls the locking component to lock the clutch.

Figures 3a and 3b are schematic diagrams of the working states of a locking component and a clutch provided by an embodiment of the present application. Figure 3a shows that when the clutch is in the closed state, the clutch restricts the steering wheel; Figure 3b shows that when the clutch is in the disengaged state, the locking component locks the clutch and the steering wheel can rotate normally. The clutch 22 includes: a first clutch component 221 and a second clutch component 222 . Wherein, the first clutch component 221 is connected to the column 223; when the first clutch component 221 and the second clutch component 222 are in a closed state, the steering wheel rotation is restricted; when the first clutch component 221 is connected to the When the second clutch component 222 is disengaged, the feedback force between the steering wheel and the torque generator (that is, the first drive motor 13 ) is fed back through the column 223 .

In practical applications, the first clutch component 221 is connected to the pipe column 223, and the second clutch component 222 can move in a direction closer to or away from the first clutch component. When the first clutch component and the second clutch component are in a separated state, the second clutch component is located close to the locking component. It can be seen from FIG. 3 b that the locking component 23 includes a locking mechanism 231 (such as an electromagnetic mechanism) and a locking tongue 232 . When it is necessary to use the locking component 23 to lock the clutch, the locking tongue 232 will be extended under the driving of the locking mechanism 231 to lock the second clutch component. Even if there is a driving signal to drive the clutch to close, the locking tongue 232 will not lock when the locking mechanism 231 is driven. Under the blocking action of the tongue, the second clutch part cannot close with the first clutch part. The locking component plays a very good preventive role and can effectively reduce or prevent the occurrence of incorrect clutch closing problems. Generally speaking, when the vehicle is in a driving state and the steering wheel can work normally (for example, the driver can turn it as needed), the second clutch component is locked in the disengaged position through the lock tongue, thereby It ensures that the steering wheel will not be restricted while the vehicle is driving, which can effectively improve the safety effect of the wire-controlled steering wheel locking device.

In one or more embodiments of the present application, when the vehicle operating state is a driving state, if the locking component is in a locked state and the clutch is in a closed state, the vehicle driving mode is switched to the automatic driving mode. .

In practical applications, if the locking component is in a locked state and the clutch is in a closed state, it means that the locking component of the current vehicle has failed to lock. This means that the clutch is currently engaged, the steering wheel cannot rotate normally, and the driver cannot control the vehicle by controlling the steering wheel. However, since in the steer-by-wire system, there is no direct mechanical connection between the steering wheel in the upper steering system and the steering wheel in the lower steering system, even if the steering wheel cannot rotate normally, the steering wheel can still rotate normally. Therefore, the vehicle driving mode can be switched to the automatic driving mode, and the controller directly controls the steering wheels in the steering system.

In one or more embodiments of the present application, if the steering wheel state of the vehicle is a rotation-restricted state, the clutch is controlled to be closed to limit the rotation of the steering wheel.

In practical applications, the limited rotation state can be understood as the steering wheel of the vehicle being blocked and unable to rotate normally. If the steering wheel is forced to turn to control the rotation of the steering wheel, it will easily cause damage to precision devices such as motors and racks, for example, affecting the accuracy of vehicle control. degree, or cause damage to some parts. Therefore, the rotation of the steering wheel can be limited through the clutch. Specifically, the rotation of the steering wheel can be limited by controlling the clutch engagement.

In one or more embodiments of the present application, if a steering ratio adjustment request is received, when the steering wheel rotates to the steering angle limit position after adjusting the steering ratio, the clutch is controlled to be closed to limit the steering wheel rotation.

In practical applications, there is no direct mechanical connection between the upper and lower steering systems in the steer-by-wire system, and users can adjust the steering ratio as needed. It is easy to understand that under different steering ratios, the maximum angle at which the steering wheel is allowed to rotate is different. For example, under some steering ratios, the steering wheel rotation range is 360°, and under some steering ratios, the steering wheel rotation range is 180°. Therefore, after adjusting the steering ratio, the clutch can be used to limit the rotation of the steering wheel according to the steering angle limit position corresponding to the latest steering ratio.

Figure 4 is a schematic flowchart of a wire-controlled steering wheel locking method provided by an embodiment of the present application. This method can be applied to a wire-controlled steering wheel locking device on a vehicle, which device includes a controller, a clutch, and a locking component.

The method specifically includes the following steps:

Step 401: The controller is used to determine the vehicle operating status.

Step 402: Adjust the locking relationship between the locking component and the clutch according to the vehicle operating state.

Step 403: If the locking relationship is in an unlocked state, control the clutch to close according to the steering wheel state of the vehicle to limit the rotation of the steering wheel.

If the locking relationship is a locking state, when the clutch receives a closing command, the locking component restricts the clutch from closing.

In practical applications, the controller can control the working status of the clutch and locking components based on the collected vehicle operating status and vehicle steering wheel status. in,

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

The locking component is used to lock the clutch. When the lock tongue in the locking component extends, the clutch is locked and can prevent the clutch from closing. When the locking bolt in the locking component is retracted, the clutch is free to close or disengage as needed.

The operating status of the vehicle includes the driving state and the stationary state, which can be determined in a variety of ways, such as through the gyroscope, through the vehicle gear position, through the acceleration sensor, etc., the vehicle operating state can be obtained.

The status of the vehicle's steering wheels includes a state of free rotation within a pre-calibrated range, a state of being unable to rotate in a certain direction or angle, a state of being completely unable to rotate, etc.

In one or more embodiments of the present application, adjusting the locking state between the locking component and the clutch according to the vehicle operating state includes: if the vehicle operating state is vehicle driving, adjusting the The locking relationship between the locking component and the clutch is in a locking state to limit the closing of the clutch; if the vehicle operating state is that the vehicle is stopped, the locking relationship between the locking component and the clutch is adjusted. The locking relationship is the unlocked state.

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

For example, when the driver completes starting the vehicle and adjusts the gear to forward or reverse gear, and the controller senses that the vehicle is ready to drive, the clutch will disengage and control the locking component to lock the clutch, that is, locking The locking relationship between the component and the clutch is a locked state.

If the vehicle is in a power-off stop state, which means that the driver currently has no need to control the steering wheel, the controller can control the clutch closure at this time, thereby limiting the steering wheel's steering. Of course, if the vehicle is not powered off when stopped, such as in game mode, the clutch will not be closed and the steering wheel will not be restricted.

For example, when the vehicle changes from driving to stopping (the vehicle speed drops to zero, or the gear changes from forward or reverse to neutral N or park P), the locking component will change from the locked state to the unlocked state ( The lock tongue is adjusted from the extended state to the retracted state), and then the clutch is adjusted from the separated state to the closed state, and the clutch limits the steering of the steering wheel.

It should be noted that the signals can be connected to the clutch and locking components through different output ports of the same controller, so that the working status of the clutch and locking components can be controlled through the same controller, but not through the same output. The port controls both the clutch and the working turntable of the locking components. Because if the command output by the output port is wrong, it will cause an error situation in which the clutch is closed and the locking component is locked; the locking component will not be able to have the safety effect of preventing the clutch from malfunctioning. Preferably, different output ports correspond to different vehicle operating states and vehicle steering wheel state detection and judgment algorithms. Of course, two controllers can also be used to control the locking component and the clutch respectively to avoid mutual interference and improve the safety protection effect of placing the locking component and misclosing the clutch.

In one or more embodiments of the present application, adjusting the locking relationship between the locking component and the clutch to a locked state includes: sending a locking signal to the locking component to pass the The locking tongue in the locking component adjusts the locking relationship to a locked state.

As mentioned above, when the vehicle is in a driving state or the vehicle is undergoing maintenance, there is a need for the steering wheel and the steering wheel to rotate. When the controller learns that the vehicle is in a driving state or maintenance state, the controller sends a locking signal to the locking component, and the locking tongue of the locking component extends to restrict the second clutch component, and the locking tongue of the locking component is used to realize the control. Clutch lockup. The above-mentioned conditions for sending a locking signal are used as examples and do not constitute a demonstration of the technical solution of the present application. In practical applications, when there is a need to rotate the steering wheel, the controller will send a locking signal to the locking component.

In one or more embodiments of the present application, in response to the locking signal, if locking is unsuccessful or the clutch is closed, locking failure prompt information is generated.

When there is a need to lock the clutch, if the locking component fails to lock the clutch successfully under the control of the controller, or if the clutch is found to be in a closed state when trying to lock, it will be considered locked. If the locking component fails to lock, a locking failure prompt message will be sent to the driver and/or relevant technicians to guide the driver and/or relevant technicians to troubleshoot the locking failure problem. Effectively prevents the clutch from being closed incorrectly.

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

As mentioned above, if it is found that the lock fails while the vehicle is driving, and the problem cannot be solved immediately after sending the lock failure prompt message, in order to ensure the safety of the vehicle, the driving permissions can be adjusted. Switch the vehicle's driving mode to autonomous driving mode and automatically control the vehicle to drive toward the destination, or automatically control the vehicle to pull over safely. Through the above solution, when the clutch is mis-closed and the locking component is not able to prevent the mis-closed problem in time, since in the steer-by-wire system, there is no mechanical connection between the steering wheel and the steering wheel, although the steering wheel is Rotation is restricted, but the steering wheels are not restricted from rotating. Therefore, the driving mode can be switched to ensure safe driving of the vehicle. This can further improve the safety effect of the steering wheel locking device.

For example, generally speaking, the vehicle will control the clutch disengagement before starting, and then lock the clutch through the locking component. However, it may be due to some reasons (such as signal interference, incorrect instructions indicating that the locking component is unlocked and the clutch is closed, or various unpredictable factors such as clutch separation failure) that the locking component does not lock the clutch. It is found that After the problem occurs, the controller will try to control the locking component to lock the clutch. If the lock fails, the driver will be unable to safely and effectively control the vehicle. Although the clutch locks the steering wheel due to some wrong reasons, there is no mechanical connection between the steering wheel and the steering wheel in the steer-by-wire system, which means that even if the steering wheel is restricted, the steering wheel can still be Control the rotation. At this time, in order to ensure vehicle safety, the vehicle can be switched to autonomous driving mode and the vehicle's steering wheels can be controlled to drive the vehicle toward the destination or pull over to the nearest side.

In one or more embodiments of the present application, controlling the clutch closure according to the vehicle steering wheel state to limit the rotation of the steering wheel includes: if the vehicle steering wheel state is a rotation-restricted state, disabling the steering wheel and the steering wheel. The wire control signal between the steering wheels controls the closing of the clutch to limit the rotation of the steering wheel.

As mentioned above, in the steering-by-wire system, there is no mechanical connection between the steering wheel and the steering wheel. When the steering wheel needs to be locked, in order to prevent the driver from intentionally or unconsciously turning the locked steering wheel to produce a driving force on the steering wheel, as well as damage to the steering wheel and related mechanical parts, the steering wheel and the steering wheel can be blocked. The ability to transmit wired signals between each other, that is, when the clutch is closed and the steering wheel is restricted from turning, even if the driver turns the steering wheel slightly, the steering wheel will not rotate following the steering wheel, which can further improve the control of the steering wheel and related Protection effect of mechanical parts.

In one or more embodiments of the present application, the method further includes: determining a limit angle to limit the steering wheel when the clutch is closed; and controlling the clutch disengagement when the steering wheel rotates within the limit angle range. , and control the locking component to lock the separated clutch.

In practical applications, if the current vehicle is in the escape mode (for example, the vehicle automatically determines that it is in the escape mode or the driver triggers the escape mode), when the steering wheel rotates through a certain angle, it is first discovered that one side is stuck (for example, the steering wheel When the wheel detects that the blocking torque is greater than a certain threshold), when the steering wheel continues to rotate, the steering wheel rotation is restricted through the clutch, the steering wheel angle is calibrated, and the corresponding limit angle when the steering wheel rotation is restricted is recorded. When the steering wheel's intention to reverse rotation is sensed (for example, the steering wheel is subjected to a force of reverse rotation), the clutch is disengaged, and the locking component is controlled to lock the clutch, allowing the steering wheel to rotate in the opposite direction. In the subsequent process of turning the steering wheel, the user needs to turn within the restricted angle range. In addition, the limit angle can be flexibly adjusted as needed. For example, if the stuck position of the steering wheel changes and the detected blocking torque changes (for example, decreases or disappears), the limit angle will be recalibrated and The limiting angle will be adapted.

For example, when the vehicle is stuck in sand or quagmire, the steering wheel steering is limited, that is, it cannot turn in a wide range, but it is possible to try to turn in a small range. Since the vehicle needs to get out of trouble, the steering wheels of the vehicle need to rotate within a certain range. Assume that the steering wheel can rotate within a range of sixty degrees (for example, 0°-60°, where 0° can be any position). When it is detected that the steering wheel has turned to the 60° position, the clutch will close to limit the steering wheel rotation. When rotating within a range of less than 60°, the clutch is disengaged, and the locking component is used to lock the clutch to prevent the clutch from closing. The driver controls the vehicle to escape from the situation, or the vehicle activates the escape mode to automatically escape from the situation. Through the above solution, the clutch is used to limit the rotation of the steering wheel, thereby effectively protecting the steering wheel and related mechanical components. At the same time, the steering wheel is allowed to rotate within a safe range so that the driver can control the vehicle to complete predetermined tasks such as getting out of trouble.

In one or more embodiments of the present application, the method further includes: if the locking relationship between the locking component and the clutch is in a locked state, and a control signal controlling the clutch closure is detected, through the The locking component restricts clutch closure and generates an error message.

In actual applications, when using the locking component to lock the clutch, ensure that the clutch is in a disengaged state. After the locking component completes the locking work, if a control signal appears to control the closing of the clutch, and there is a contradictory relationship between the working status of the locking component and the control signal of the clutch, it means that the control signal may be an error signal, or it may be a lock. Prevent component working status errors from occurring. It is necessary to promptly notify the driver or relevant technical personnel to troubleshoot the error situation. Avoid affecting the safe driving of the vehicle.

In one or more embodiments of the present application, controlling the clutch closure according to the steering wheel state of the vehicle to limit the steering wheel rotation includes: in response to a steering ratio adjustment request, determining the adjusted steering angle limit position; when the vehicle When the steering wheel state matches the steering angle limit position, the clutch is controlled to be closed to limit the steering wheel rotation.

Some vehicles can provide users with different driving experiences and driving modes. For example, if the user wants to experience the racing driving mode, he can further change the steering wheel to a rectangular racing steering wheel. Correspondingly, in racing driving mode, the steering ratio of the steering wheel is different from that in normal driving mode, which means that when the steering wheel turns through the same angle (such as 90°), the steering wheel turns 360° in normal driving mode. , while the steering wheel rotates 90° in racing driving mode.

For example, when the driver issues a switching instruction to the vehicle through the center console to switch from the regular driving mode to the racing driving mode, the vehicle adjusts relevant performance and parameters according to needs, among which the steering ratio is used as multiple parameters to be adjusted. one of the items. In response to the steering ratio adjustment request issued by the controller, the steering ratio in the racing driving mode can be known, and the extreme position of the steering wheel can be adjusted accordingly. When the steering wheel rotates to the adjusted steering angle limit position (for example, the 90° limit position), the clutch will close to limit further rotation of the steering wheel.

If the driver wants to adjust from the racing driving mode to the normal driving mode, the steering angle limit position of the steering wheel is also adjusted from 90° to 360°. In the normal driving mode, when the steering wheel rotates 360°, the clutch is closed to limit the further steering angle of the steering wheel. Turn.

FIG. 5 is a schematic structural diagram of a vehicle equipment provided by an embodiment of the present application. As shown in FIG. 5 , the vehicle equipment includes: a memory 501 and a controller 502 . It should be noted here that the memory 501 may be a memory independent of the controller 502 , or may be a memory built into the controller 502 . Among them, FIG. 5 shows a schematic structural diagram of a vehicle device in which the memory 501 is independent of the controller 502. This is only for illustration and does not constitute a limitation on the technical solution of the present application.

Memory 501 is used to store computer programs and may be configured to store various other data to support operations on vehicle equipment. Examples of this data include instructions for any application or method operating on the vehicle device, contact data, phonebook data, messages, pictures, videos, etc.

Among them, the memory 501 can be implemented by any type of volatile or non-volatile storage device or their combination, such as static random access memory (Static Random-Access Memory, SRAM), electrically erasable programmable read-only memory (Electrically Erasable Programmable read only memory, EEPROM), erasable programmable read only memory (Electrical Programmable Read Only Memory, EPROM), programmable read-only memory (Programmable read-only memory, PROM), read-only memory (Read- Only Memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk.

The vehicle equipment also includes: human-computer interaction device 503. Controller 502, coupled to memory 501, is used to execute the computer program in memory 501 for:

Determine vehicle operating status;

Adjust the locking relationship between the locking component and the clutch according to the vehicle operating status;

If the locking relationship is in an unlocked state, the clutch is controlled to close according to the steering wheel state of the vehicle to limit the rotation of the steering wheel.

If the locking relationship is a locking state, when the clutch receives a closing command, the locking component restricts the clutch from closing.

Optionally, the controller 502 is also configured to adjust the locking relationship between the locking component and the clutch to a locking state to limit closure of the clutch if the vehicle operating state is vehicle driving;

If the vehicle operating state is that the vehicle is stopped, the locking relationship between the locking component and the clutch is adjusted to the unlocked state.

Optionally, the controller 502 is also configured to send a locking signal to the locking component to adjust the locking relationship to the locking state through the locking tongue in the locking component.

Optionally, the controller 502 is also configured to respond to the locking signal and generate a locking failure prompt message if locking is unsuccessful or the clutch is closed.

Optionally, after generating the locking failure prompt information, the controller 502 is also configured to switch the vehicle driving mode to the automatic driving mode.

Optionally, the controller 502 is also configured to disable the wire control signal between the steering wheel and the steering wheel if the steering wheel state of the vehicle is a limited rotation state;

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

Optionally, the controller 502 is also used to determine the limiting angle for limiting the steering wheel when the clutch is closed;

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

Optionally, the controller 502 is also configured to limit the clutch through the locking component if the locking relationship between the locking component and the clutch is in a locking state and a control signal controlling the closing of the clutch is detected. Closed, an error message is generated.

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

When the steering wheel state of the vehicle matches the steering angle limit position, the clutch is controlled to be closed to limit steering wheel rotation.

The human-computer interaction device 503 in Figure 5 above includes a screen, and the screen may include a liquid crystal display (LCD) and a touch panel (TP). If the screen includes a touch panel, the screen may be implemented as a touch screen to receive input signals from the user. The touch panel includes one or more touch sensors to sense touches, swipes, and gestures on the touch panel. The touch sensor may not only sense the boundary of a touch or slide action, but also detect the duration and pressure associated with the touch or slide action.

Audio component 504 in Figure 5 above may be configured to output and/or input audio signals. For example, the audio component includes a microphone (MIC), and when the device where the audio component is located is in an operating mode, such as call mode, recording mode, and voice recognition mode, the microphone is configured to receive an external audio signal. The received audio signal may be further stored in memory or sent via a communications component. In some embodiments, the audio component further includes a speaker for outputting audio signals.

Further, as shown in Figure 5, the vehicle equipment also includes: a communication component 505, a power supply component 506 and other components. Only some components are schematically shown in FIG. 5 , which does not mean that the vehicle equipment only includes the components shown in FIG. 5 .

The communication component 505 in Figure 5 mentioned above is configured to facilitate wired or wireless communication between the device where the communication component is located and other devices. The device where the communication component is located can access a wireless network based on communication standards, such as WiFi, 2G, 3G, 4G or 5G, or a combination thereof. In an exemplary embodiment, the communication component may be based on near field communication (NFC) technology, radio frequency identification (Radio Frequency Identification, RFID) technology, infrared data association (IrDA) technology, ultra-wideband (Ultra Wide Band (UWB) technology, Bluetooth technology and other technologies.

Among them, the power supply component 506 provides power for various components of the device where the power supply component is located. A power component may include a power management system, one or more power supplies, and other components associated with generating, managing, and distributing power to the device in which the power component resides.

Figure 6 is a schematic diagram of a wire-controlled steering wheel locking device provided by an embodiment of the present application. As shown in Figure 6, the wire-controlled steering wheel locking device includes:

Applied to wire-controlled steering wheel locking equipment, which includes a controller, clutch, and locking components;

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

The adjustment module 62 is used to adjust the locking relationship between the locking component and the clutch according to the vehicle operating state;

The control module 63 is used to control the closing of the clutch according to the steering wheel state of the vehicle to limit the rotation of the steering wheel if the locking relationship is in an unlocked state.

Optionally, the adjustment module 62 is configured to adjust the locking relationship between the locking component and the clutch to a locking state if the vehicle operating state is vehicle driving, so as to restrict the clutch from closing;

If the vehicle operating state is that the vehicle is stopped, the locking relationship between the locking component and the clutch is adjusted to the unlocked state.

Optionally, the adjustment module 62 is also used to send a locking signal to the locking component to adjust the locking relationship to the locking state through the locking tongue in the locking component.

Optionally, a generating module 64 is also included, configured to respond to the locking signal and generate locking failure prompt information if locking is unsuccessful or the clutch is closed.

Optionally, a switching module 65 is also included for switching the vehicle driving mode to the automatic driving mode after generating the lock failure prompt information.

Optionally, the control module 63 is configured to disable the wire control signal between the steering wheel and the steering wheel if the steering wheel state of the vehicle is in a limited rotation state; control the clutch closure to limit the rotation of the steering wheel. .

Optionally, the control module 63 is used to determine the limiting angle for limiting the steering wheel when the clutch is closed;

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

Optionally, the generating module 64 is also configured to limit the clutch through the locking component if the locking relationship between the locking component and the clutch is in a locking state and a control signal controlling the clutch closure is detected. Closed, an error message is generated.

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

When the steering wheel state of the vehicle matches the steering angle limit position, the clutch is controlled to be closed to limit steering wheel rotation.

In the embodiment of the present application, it is applied to a wire-controlled steering wheel locking device. The device includes a controller, a clutch, and a locking component; the controller is used to determine the vehicle operating status; and adjusts the locking component according to the vehicle operating status. The locking relationship with the clutch; if the locking relationship is in the unlocked state, the clutch is controlled to close according to the state of the steering wheel of the vehicle to limit the rotation of the steering wheel; if the locking relationship is in the locked state, when When the clutch receives a closing command, the locking component restricts the clutch from closing. Through the above solution, while the clutch is used to restrict the steering wheel, in order to avoid the steering wheel being restricted due to misoperation of the clutch, the locking component can be used to lock the clutch according to the vehicle operating status. Even if there is an incorrect closing command of the clutch, its closing can be restricted by the locking component, which can effectively improve the safety effect and reliability of the wire-controlled steering wheel locking device.

Correspondingly, embodiments of the present application also provide a computer-readable storage medium storing a computer program. When the computer program is executed, it can implement each step that can be executed by the vehicle equipment in the above method embodiment.

Those skilled in the art will appreciate that embodiments of the present invention may be provided as methods, systems, or computer program products. Thus, the invention may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) having computer-usable program code embodied therein.

The invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each process and/or block in the flowchart illustrations and/or block diagrams, and combinations of processes and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a controller of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing device to produce a machine, such that the instructions executed by the controller of the computer or other programmable data processing device produce a use A device for realizing the functions specified in one process or multiple processes of the flowchart and/or one block or multiple blocks of the block diagram.

These computer program instructions may also be stored in a computer-readable memory that causes a computer or other programmable data processing apparatus to operate in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including the instruction means, the instructions The device implements the functions specified in a process or processes of the flowchart and/or a block or blocks of the block diagram.

These computer program instructions may also be loaded onto a computer or other programmable data processing device, causing a series of operating steps to be performed on the computer or other programmable device to produce computer-implemented processing, thereby executing on the computer or other programmable device. Instructions provide steps for implementing the functions specified in a process or processes of a flowchart diagram and/or a block or blocks of a block diagram.

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

Memory may include non-permanent storage in computer-readable media, random access memory (RAM), and/or non-volatile memory in the form of read-only memory (ROM) or flash memory (flash RAM). Memory is an example of computer-readable media.

Computer-readable media includes both persistent and non-volatile, removable and non-removable media that can be implemented by any method or technology for storage of information. Information may be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), and read-only memory. (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, Magnetic tape cassettes, disk storage or other magnetic storage devices, or any other non-transmission medium, can be used to store information that can be accessed by a computing device. As defined in this article, computer-readable media does not include transitory media, such as modulated data signals and carrier waves.

It should also be noted that the terms "comprises," "comprises," or any other variation thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that includes a list of elements not only includes those elements, but also includes Other elements are not expressly listed or are inherent to the process, method, article or equipment. Without further limitation, an element defined by the statement "comprises a..." does not exclude the presence of additional identical elements in a process, method, article, or device that includes the stated element.

The above descriptions are only examples of the present application and are not intended to limit the present application. To those skilled in the art, various modifications and variations may be made to this application. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of this application shall be included in the scope of the claims of this application.

Claims (12)

1. A wire-controlled steering wheel locking method, characterized in that it is applied to a wire-controlled steering wheel locking device, and the device includes a controller, a clutch, and a locking component; The controller is used to determine the vehicle operating status; According to the vehicle operating state, adjusting the locking relationship between the locking component and the clutch; specifically includes: if the vehicle operating state is vehicle driving, adjusting the locking relationship between the locking component and the clutch It is a locking state to restrict the clutch from closing; if the vehicle operating state is that the vehicle is stopped, adjust the locking relationship between the locking component and the clutch to an unlocked state; If the locking relationship is in an unlocked state, the clutch is controlled to close according to the state of the steering wheel of the vehicle to limit the rotation of the steering wheel; If the locking fails or the clutch is closed, a locking failure prompt message is generated, and the vehicle driving mode is switched to the automatic driving mode. 2. The method according to claim 1, characterized in that adjusting the locking relationship between the locking component and the clutch to a locked state includes: A locking signal is sent to the locking component to adjust the locking relationship to a locked state through a locking tongue in the locking component. 3. The method of claim 2, further comprising: In response to the locking signal, if locking is unsuccessful or the clutch is closed, a locking failure prompt message is generated. 4. The method according to claim 1, characterized in that, controlling the clutch closure according to the steering wheel state of the vehicle to limit the steering wheel rotation includes: If the steering wheel status of the vehicle is a limited rotation state, disabling the wire control signal between the steering wheel and the steering wheel; The clutch is controlled to close to limit steering wheel rotation. 5. The method according to claim 1, characterized in that, controlling the clutch closure according to the vehicle steering wheel state includes: Determine the limiting angle that limits the steering wheel when the clutch is closed; When the steering wheel rotates within the limited angle range, the clutch is controlled to be disengaged, and the locking component is controlled to lock the disengaged clutch. 6. The method of claim 1, further comprising: If the locking relationship between the locking component and the clutch is in a locked state and a control signal controlling the clutch closing is detected, the locking component restricts the clutch closing and generates an error message. 7. The method according to claim 1, characterized in that controlling the clutch closure according to the steering wheel state of the vehicle to limit the steering wheel rotation includes: determining an adjusted steering angle limit position in response to the steering ratio adjustment request; When the steering wheel state of the vehicle matches the steering angle limit position, the clutch is controlled to be closed to limit steering wheel rotation. 8. A wire-controlled steering wheel locking device, characterized in that the device includes: a clutch connected to the column of the steering wheel, and a locking component adjacent to the clutch; The clutch includes a first clutch component and a second clutch component; When the second clutch component is in the first position, the first clutch component and the second clutch component are closed to limit the rotation of the steering wheel; When the second clutch component is in the second position, the first clutch component is separated from the second clutch component, and the locking component locks the second clutch component to prevent the first The clutch component is closed with the second clutch component; When the vehicle operating state is a driving state, if the locking component is in a locked state and the clutch is in a closed state, the vehicle driving mode is switched to the automatic driving mode. 9. The device of claim 8, wherein the locking component includes a locking mechanism and a locking tongue; When the vehicle operating state is a driving state, the second clutch component is locked in the second position through the lock tongue. 10. The device according to claim 8, characterized in that if the steering wheel state of the vehicle is a limited rotation state, the clutch is controlled to be closed to limit the rotation of the steering wheel. 11. The device according to claim 8, wherein if a steering ratio adjustment request is received, when the steering wheel rotates to the steering angle limit position after the steering ratio is adjusted, the clutch is controlled to close to limit the rotation of the steering wheel. 12. A vehicle equipment, characterized by including: a body, a steering wheel, sensors, and a steering-by-wire system; The vehicle body is equipped with memory and controller; The memory is used to store one or more computer instructions; The controller is configured to execute the one or more computer instructions for performing the steps of the method of any one of claims 1-7.