Vehicle reverse impact compensation method and device, electronic equipment and readable storage medium

Abstract

The present application provides a vehicle reverse impact compensation method, device, electronic equipment and readable storage medium. The vehicle reverse impact compensation method comprises: in the present application, the first time when the pull rod stress value in the current period is equal to the standard impact load threshold value is obtained, and the second time when the pull rod stress value is equal to the starting impact load threshold value is obtained; the rack displacement value of the steering rack between the first time and the second time is obtained; according to the rack displacement value and the current vehicle speed value, the motor driving the steering wheel at the corresponding time is used to perform reverse impact compensation on the vehicle driving direction. Different reverse impact compensation modes are performed based on different conditions, different assist compensation torques are used for compensation at different times, and then the road excitation steering wheel is controlled, the vehicle driving stability is improved, and the user's riding comfort is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a method, apparatus, electronic device, and readable storage medium for vehicle reverse impact compensation. Background Technology

[0002] Currently, automobiles are incorporating increasingly advanced features, and electric power steering systems are widely used due to their speed-sensitive assistance and superior performance. With the expansion of electronic control technology and the development of new technologies, electronic control technology can maximize steering comfort, and its expanded functions can also be applied in the field of autonomous driving. When a vehicle experiences lateral impacts from the road surface, the steering wheel may exhibit kickback and vibration, affecting the driving experience. Looseness in the steering tie rods will increase the perceived impact on the vehicle.

[0003] In related technologies, there is no effective solution to the above-mentioned technical problems. Summary of the Invention

[0004] This invention provides a vehicle reverse impact compensation method, device, electronic device, and readable storage medium, which are intended to address the problems existing in the above-mentioned special circumstances.

[0005] To solve the above-mentioned technical problems, the present invention is implemented as follows:

[0006] In a first aspect, embodiments of the present invention provide a vehicle reverse impact compensation method, the method comprising:

[0007] The first moment when the stress value of the tie rod in the current cycle is equal to the standard impact load threshold, and the second moment when the stress value of the tie rod is equal to the starting impact load threshold are obtained;

[0008] Wherein, the stress value of the tie rod is the stress value of the steering tie rod;

[0009] Obtain the rack displacement value of the steering rack between the first time point and the second time point;

[0010] Based on the rack displacement value and the current vehicle speed, the motor driving the steering wheel performs reverse impact compensation in the vehicle's driving direction at the corresponding moment.

[0011] Optionally, based on the rack displacement value and the current vehicle speed, the motor driving the steering wheel performs reverse impact compensation in the vehicle's direction of travel at the corresponding time, including:

[0012] When the rack displacement value is within a preset threshold range, it is determined that there is a gap in the tie rod assembly, and a gap compensation mode is executed at a time after the time difference value of the current cycle; wherein, the time difference value is the time difference between the second time and the first time.

[0013] When the rack displacement value is not within the preset threshold range, it is determined that there is no clearance in the tie rod assembly. In the next cycle of the current cycle, when the tie rod stress value is detected to be equal to the standard impact load threshold, the impact compensation mode is executed.

[0014] Optionally, the method further includes:

[0015] When the rack displacement value is within a preset threshold range and the time difference is greater than the preset tie rod clearance impact load threshold time, the clearance compensation mode is executed at the moment when the time difference is equal to the preset tie rod clearance impact load threshold time.

[0016] Optionally, the step of driving the steering wheel motor to perform reverse impact compensation in the vehicle's direction of travel at the corresponding time based on the rack displacement value and the current vehicle speed value further includes:

[0017] Determine the impact compensation speed coefficient based on the current vehicle speed;

[0018] Obtain the gear pitch circle diameter value and the difference between the basic assist and the impact load assist force;

[0019] The assist compensation torque is calculated based on the impact compensation speed coefficient, the gear pitch circle diameter, and the difference between the base assist and the impact load assist.

[0020] Based on the aforementioned assist compensation torque, the motor driving the steering wheel performs reverse impact compensation in the vehicle's driving direction.

[0021] Optionally, when a malfunction is detected in the sensor on the vehicle used to acquire the steering angle signal, the rack displacement value is converted into a steering value corresponding to the steering angle signal;

[0022] When a malfunction is detected in the sensor on the vehicle used to acquire torque signals, the stress value of the tie rod is converted into a torque value corresponding to the torque signal.

[0023] Stop reverse impact compensation and output an alarm message.

[0024] Secondly, embodiments of the present invention provide a vehicle reverse impact compensation device, the device comprising:

[0025] The first acquisition module is used to acquire the first moment when the stress value of the tie rod is equal to the standard impact load threshold in the current cycle, and the second moment when the stress value of the tie rod is equal to the starting impact load threshold.

[0026] Wherein, the stress value of the tie rod is the stress value of the steering tie rod;

[0027] The second acquisition module is used to acquire the rack displacement value of the steering rack between the first time moment and the second time moment;

[0028] The execution module is used to drive the steering wheel motor to perform reverse impact compensation in the vehicle driving direction at the corresponding time according to the rack displacement value and the current vehicle speed value.

[0029] Optionally, the execution module includes:

[0030] The first execution submodule is used to determine that there is a gap in the tie rod assembly when the rack displacement value is within a preset threshold range, and to perform gap compensation at a time after the time difference value of the current cycle.

[0031] Wherein, the time difference is the time difference between the second moment and the first moment;

[0032] The second execution submodule is used to determine that there is no clearance in the tie rod assembly when the rack displacement value is not within the preset threshold range, and to execute the impact compensation mode when the tie rod stress value is detected to be equal to the standard impact load threshold in the next cycle of the current cycle.

[0033] Optionally, the execution module further includes:

[0034] The first determining submodule is used to determine the impact compensation speed coefficient based on the current vehicle speed value;

[0035] The first acquisition submodule is used to acquire the gear pitch circle diameter value and the difference between the basic assist and the impact load assist force.

[0036] The first calculation submodule is used to calculate the assist compensation torque based on the impact compensation speed coefficient, the gear pitch circle diameter value, and the difference between the force of the basic assist and the force of the impact load assist.

[0037] The first compensation submodule is used to perform reverse impact compensation on the vehicle's driving direction by the motor driving the steering wheel, based on the power assist compensation torque.

[0038] Thirdly, embodiments of the present invention also provide an electronic device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the computer program is executed by the processor, it implements the steps of the vehicle reverse impact compensation method described in the first aspect.

[0039] Fourthly, embodiments of the present invention further provide a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the vehicle reverse impact compensation method described in the first aspect.

[0040] In this invention, the first moment when the tie rod stress value equals the standard impact load threshold and the second moment when the tie rod stress value equals the starting impact load threshold are obtained within the current cycle; the rack displacement value of the steering rack between the first and second moments is obtained; based on the rack displacement value and the current vehicle speed, the motor driving the steering wheel performs reverse impact compensation in the vehicle's driving direction at the corresponding moment. Different reverse impact compensation modes are executed based on different conditions, and different power assist compensation torques are used for compensation at different moments, thereby controlling the road excitation impact on the steering wheel, improving vehicle driving stability, and enhancing user ride comfort. Attached Figure Description

[0041] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0042] Figure 1 This is a flowchart of the steps of a vehicle reverse impact compensation method according to an embodiment of the present invention;

[0043] Figure 2 This is a schematic diagram of the control system of a vehicle reverse impact compensation method according to an embodiment of the present invention;

[0044] Figure 3 This is a schematic diagram of the steering gear part of a vehicle reverse impact compensation method according to an embodiment of the present invention;

[0045] Figure 4 This is a schematic diagram of the signal input and output of the electronic control unit of a vehicle reverse impact compensation method according to an embodiment of the present invention;

[0046] Figure 5 This is a schematic diagram of a vehicle reverse impact compensation device according to an embodiment of the present invention;

[0047] Figure 6 This is a schematic diagram of the structure of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0048] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0049] The battery management system in hybrid electric vehicles provides real-time feedback on their charging and discharging power based on their own status. Current hybrid vehicles typically feature multiple speed settings for the electric motor to improve the efficiency of the electric drive system.

[0050] To overcome the aforementioned problems, this application proposes a vehicle reverse impact compensation method. The method aims to obtain the first moment when the tie rod stress value equals the standard impact load threshold within the current cycle, and the second moment when the tie rod stress value equals the starting impact load threshold; obtain the rack displacement value of the steering rack between the first and second moments; and, based on the rack displacement value and the current vehicle speed, drive the steering wheel motor at the corresponding moment to perform reverse impact compensation in the vehicle's driving direction. This solves the problem of increasing vehicle impact due to looseness in the steering tie rod.

[0051] refer to Figure 1 , Figure 1 This is a flowchart illustrating the steps of a vehicle reverse impact compensation method according to an embodiment of the present invention. Figure 2 This is a schematic diagram of the control system of a vehicle reverse impact compensation method according to an embodiment of the present invention. Figure 3 This is a schematic diagram of the steering gear portion of a vehicle reverse impact compensation method according to an embodiment of the present invention, as shown below. Figures 1 to 3 As shown, the method includes:

[0052] Step S101: Obtain the first moment when the tension rod stress value is equal to the standard impact load threshold in the current cycle, and the second moment when the tension rod stress value is equal to the starting impact load threshold.

[0053] When the vehicle starts, the onboard power system supplies power to the reverse impact module ECU. Upon receiving power, the reverse impact module ECU performs a self-test to check its own operational status. When the reverse impact module ECU is functioning normally, it acquires the magnitude and direction of the stress at the steering tie rod. The tie rod stress is a vector signal; as the vehicle travels, the stress increases with time and impact. The ECU collects the tie rod stress and converts it into a corresponding tie rod stress value φ. It records the first moment T1 when φ = φ1, where φ1 is the standard impact load threshold. As the tie rod stress continues to increase, it records the second moment T2 when φ = φ2, where φ2 is the starting impact load threshold. The time difference between the first moment when the tie rod stress value equals the standard impact load threshold and the second moment when the tie rod stress signal equals the starting impact load threshold is calculated as ΔT = T2 - T1.

[0054] In this embodiment, the force and direction changes of the steering tie rod can be measured by installing a tie rod stress sensor at the steering tie rod of the vehicle steering system. By converting the stress change on the mechanical component of the sensor into a corresponding resistance change, and then converting it into an electrical signal of tie rod stress, the signal is fed back to the reverse electronic control unit through the reverse impact module II line, thereby realizing the acquisition of the magnitude and direction of the tie rod stress value at the tie rod.

[0055] Step S102: Obtain the rack displacement value of the steering rack between the first time point and the second time point.

[0056] In this embodiment, the reverse impact module ECU acquires the displacement value M of the steering rack within the time difference ΔT between the first moment T1 when the rod stress signal is equal to the standard impact load threshold and the second moment T2 when the tie rod stress signal is equal to the starting impact load threshold. In this embodiment, a rack position sensing sensor can be installed in the steering gear housing of the vehicle steering system. The rack position sensing sensor is used to collect changes in the rack position, speed, and direction, and convert them into corresponding electrical signals, which are fed back to the electronic control unit through the reverse impact module wiring harness I, thereby realizing the acquisition of the rack displacement signal M.

[0057] Step S103: Based on the rack displacement value and the current vehicle speed, the motor driving the steering wheel performs reverse impact compensation on the vehicle's driving direction at the corresponding moment.

[0058] In this embodiment, the reverse impact module ECU obtains the time difference ΔT between the first moment T1 when the tie rod stress signal equals the standard impact load threshold and the second moment T2 when the tie rod stress signal equals the starting impact load threshold, and feeds it back to the EPS electronic control unit. The EPS electronic control unit collects the signals M and ΔT and, combined with the vehicle's current driving speed, the reverse impact judgment module performs logical operations to determine the current reverse impact compensation mode that the vehicle should execute, and calculates the corresponding reverse impact compensation assist torque. Based on the executed reverse impact compensation mode, reverse impact compensation is performed at the corresponding moment of the compensation mode.

[0059] In one feasible implementation, the step of driving the steering wheel motor to perform reverse impact compensation on the vehicle's driving direction at a corresponding moment based on the rack displacement value and the current vehicle speed value includes the following steps S201-S203:

[0060] Step S201: When the rack displacement value is within the preset threshold range, it is determined that there is a gap in the tie rod assembly, and the gap compensation mode is executed at a time after the time difference value of the current cycle; wherein, the time difference value is the time difference value between the second time and the first time.

[0061] In this embodiment, before impact compensation, the displacement signal M1 generated by the rack needs to be compared with the preset displacement signal M generated by the rack. In this embodiment, M is set to 0±0.5mm. When M1 is within the range of 0±0.5mm, it is determined that there is a gap in the steering tie rod assembly, and verification is required. That is, after N+10 times φ=φ1, the verification is completed. Then, the EPS electronic control unit will execute the gap compensation mode after the time difference ΔT between the moment when the tie rod stress signal is equal to the standard impact load threshold and the moment when the tie rod stress signal is equal to the start impact load threshold.

[0062] Step S202: When the rack displacement value is not within the preset threshold range, it is determined that there is no clearance in the tie rod assembly. In the next cycle of the current cycle, when the tie rod stress value is equal to the standard impact load threshold, the impact compensation mode is executed.

[0063] In this embodiment, the displacement signal M1 generated by the rack is compared with the preset displacement signal M generated by the rack. In this embodiment, M is set to 0±0.5mm. When M1>0.5mm or M1<-0.5mm, it is determined that there is no backlash in the steering tie rod assembly. When there is no backlash in the tie rod assembly, one possibility is that the displacement M1 generated by the rack itself does not meet the preset value M. However, due to the use of the backlash compensation mode, the displacement signal M1 generated by the rack after the backlash compensation mode meets the preset displacement signal M. Another possibility is that the displacement M1 generated by the rack itself meets the preset displacement signal M during vehicle operation. Verification is performed, that is, after N+10 times φ=φ1, the verification is completed. The EPS electronic control unit starts executing the impact compensation mode at the moment T1 when the tie rod stress signal in this cycle equals the standard impact load threshold.

[0064] In one feasible implementation, the method further includes: when the rack displacement value is within a preset threshold range and the time difference is greater than a preset tie rod gap impact load threshold time, at the moment when the time difference is equal to the preset tie rod gap impact load threshold time, executing an over-gap compensation mode.

[0065] In this embodiment, M is set to 0±0.5mm. When M1 is within the range of 0±0.5mm, and the time difference ΔT between the moment when the stress signal equals the standard impact load threshold and the moment when the tie rod stress signal equals the starting impact load threshold is greater than T3 (where T3 is the preset tie rod clearance impact load threshold time), it is determined that the vehicle is in over-clearance mode, meaning the clearance is too large. At this time, the reverse impact module ECU issues an alarm indicating a tie rod clearance risk and performs verification. The verification is completed after N+10 times φ=φ1. The EPS electronic control unit reverse compensation begins over-clearance compensation when the time difference ΔT = T3 between the first moment T1 when the tie rod stress signal equals the standard impact load threshold and the moment T2 when the tie rod stress signal equals the starting impact load threshold.

[0066] In one feasible implementation, based on the rack displacement value and the current vehicle speed value, the motor driving the steering wheel performs reverse impact compensation in the vehicle's driving direction at a corresponding moment, further comprising:

[0067] The impact compensation speed coefficient is determined based on the current vehicle speed signal.

[0068] In this embodiment, the electronic control unit (EPS) receives the vehicle speed signal collected by the sensor and determines the impact compensation speed coefficient k based on the current vehicle speed signal. The specific correspondence is as follows: when the vehicle speed is <25km / h, k=k1; when the vehicle speed is 80km / h ≥ v ≥ 25km / h, k=k2; when the vehicle speed is 120km / h ≥ v > 80km / h, k=k3; when the vehicle speed is v > 120km / h, k=k4.

[0069] Obtain the gear pitch circle diameter value and the difference between the base assist and the impact load assist force.

[0070] In this embodiment, the gear pitch circle diameter D is a preset value, and the specific data of the D value depends on the vehicle itself. The difference X between the basic assist and the impact load assist is a preset value in the electronic control unit EPS.

[0071] The assist compensation torque is calculated based on the impact compensation speed coefficient, the gear pitch circle diameter, and the difference between the base assist and the impact load assist.

[0072] In this embodiment, the assist compensation torque Q is equal to the product of the impact compensation speed coefficient K, the wheel pitch circle diameter D, and the difference X between the base assist and the impact load assist, i.e., Q = K*X*D / 2.

[0073] In this embodiment, for the clearance compensation mode, impact compensation mode, and over-clearance compensation mode, after determining the operating mode to be executed, it is necessary to calculate the assist compensation torque Q. The calculation method for the assist compensation torque Q is the same for the three compensation modes, but the compensation time is different. Furthermore, since the vehicle is in the over-clearance operating mode, it indicates that there is an excessive backlash in the steering tie rod. If the assist compensation torque Q is calculated and compensated according to the original set value, the compensation effect will be poor. Therefore, when performing over-clearance compensation, the assist compensation torque Q is calculated and compensated by reducing it by 5% under the original set conditions, i.e., Q = K*X*D / 2*0.95.

[0074] refer to Figures 1 to 4 , Figure 4 This is a schematic diagram of the signal input and output of the hybrid power system control unit of a vehicle reverse impact compensation method according to an embodiment of the present invention;

[0075] In one feasible implementation, when a fault is detected in the sensor on the vehicle used to acquire the steering angle signal, the rack displacement value is converted into a steering value corresponding to the steering angle signal; when a fault is detected in the sensor on the vehicle used to acquire the torque signal, the tie rod stress value is converted into a torque value corresponding to the torque signal, reverse impact compensation is stopped, and an alarm prompt is output.

[0076] In this embodiment, the Electronic Power Control Unit (EPS) can receive signals from the rack position sensor. It also serves as a redundant design for the EPS angle signal; that is, when the EPS angle signal fails, the EPS can acquire the rack position sensor signal and convert it into an angle signal to replace the EPS angle signal. At this time, the reverse impact function is disabled, the system records a fault code, and the EPS system issues an alarm. The EPS can also receive signals from the tie rod stress sensor, and it also serves as a redundant design for the EPS torque signal. That is, when the EPS torque signal fails, the EPS can acquire the tie rod stress sensor signal and convert it into a torque signal to replace the EPS torque signal. At this time, the reverse impact function is disabled, the system records a fault code, and the EPS system issues an alarm.

[0077] In one feasible implementation, the data acquisition and analysis cycle in the above embodiments is set to 300ms. This is to ensure the timeliness of the data. After the acquired data undergoes the reverse impact function module's on-off cycle, the impact compensation data is reset to zero, while the gap compensation data is retained. When the impact module function is restarted, the system function directly enters gap compensation without performing the previous 10 checks. If the system has recorded gap compensation operation, after the acquired data undergoes the reverse impact function module's on-off cycle, the impact compensation data is reset to zero, the gap compensation data is reset to zero, and the over-impact compensation data is retained. When the impact module function is restarted, the system function directly enters over-impact compensation without performing the previous 10 checks.

[0078] In addition, it is also necessary to obtain the vehicle ignition signal, that is, the methods provided in the above embodiments are only executed during normal vehicle operation.

[0079] Based on the same inventive concept, this application proposes a vehicle reverse impact compensation device, referring to... Figure 5 , Figure 5 This is a schematic diagram of a vehicle reverse impact compensation device according to an embodiment of the present invention, as shown below. Figure 5 As shown, the device includes:

[0080] The first acquisition module 501 is used to acquire the first moment when the stress value of the tie rod is equal to the standard impact load threshold in the current cycle, and the second moment when the stress value of the tie rod is equal to the starting impact load threshold.

[0081] Wherein, the stress value of the tie rod is the stress value of the steering tie rod;

[0082] The second acquisition module 502 is used to acquire the rack displacement value of the steering rack between the first time and the second time.

[0083] The execution module 503 is used to drive the steering wheel motor to perform reverse impact compensation in the driving direction of the vehicle at the corresponding time according to the rack displacement value and the current vehicle speed value.

[0084] Optionally, the execution module includes:

[0085] The first execution submodule is used to determine that there is a gap in the tie rod assembly when the rack displacement value is within a preset threshold range, and to perform gap compensation at a time after the time difference value of the current cycle; wherein, the time difference value is the time difference value between the second time and the first time.

[0086] The second execution submodule is used to determine that there is no clearance in the tie rod assembly when the rack displacement value is not within the preset threshold range, and to execute the impact compensation mode when the tie rod stress value is detected to be equal to the standard impact load threshold in the next cycle of the current cycle.

[0087] Optionally, the execution module further includes:

[0088] The first determining submodule is used to determine the impact compensation speed coefficient based on the current vehicle speed value;

[0089] The first acquisition submodule is used to acquire the gear pitch circle diameter value and the difference between the basic assist and the impact load assist force.

[0090] The first calculation submodule is used to calculate the assist compensation torque based on the impact compensation speed coefficient, the gear pitch circle diameter value, and the difference between the force of the basic assist and the force of the impact load assist.

[0091] The first compensation submodule is used to perform reverse impact compensation on the vehicle's driving direction by the motor driving the steering wheel, based on the power assist compensation torque.

[0092] refer to Figure 6 , Figure 6 This is a schematic diagram of the structure of an electronic device according to an embodiment of the present invention, such as... Figure 6 As shown, this application also provides an electronic device, including:

[0093] Processor 61;

[0094] The device has a memory 62 storing instructions and a computer program stored in the memory that can run on the processor 61. When the processor 61 executes the computer program, the device performs a vehicle reverse impact compensation method.

[0095] This application also provides a non-transitory computer-readable storage medium storing a computer program that, when executed by a processor 61 of an electronic device, enables the electronic device to perform the aforementioned vehicle reverse impact compensation method.

[0096] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0097] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, apparatus, or computer program products. Therefore, embodiments of the present invention can take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, embodiments of the present invention can take the form of computer program products implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0098] Embodiments of the present invention are described with reference to flowchart illustrations and / or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing terminal device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal device, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0099] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing terminal device to operate in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0100] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal equipment, causing a series of operational steps to be performed on the computer or other programmable terminal equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable terminal equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0101] Although preferred embodiments of the present invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments of the present invention.

[0102] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes said element.

[0103] The present invention provides a detailed description of a vehicle reverse impact compensation method, device, electronic device, and readable storage medium. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, those skilled in the art will recognize that, based on the ideas of the present invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A method for compensating for reverse impact on a vehicle, characterized in that, The method includes: The first moment when the stress value of the tie rod in the current cycle is equal to the standard impact load threshold, and the second moment when the stress value of the tie rod is equal to the starting impact load threshold are obtained; Wherein, the stress value of the tie rod is the stress value of the steering tie rod; Obtain the rack displacement value of the steering rack between the first time point and the second time point; Based on the rack displacement value and the current vehicle speed, the motor driving the steering wheel performs reverse impact compensation in the vehicle's driving direction at the corresponding moment. Specifically, based on the rack displacement value and the current vehicle speed, the motor driving the steering wheel performs reverse impact compensation in the vehicle's direction of travel at the corresponding moment, including: When the rack displacement value is within a preset threshold range, it is determined that there is a gap in the tie rod assembly, and a gap compensation mode is executed at a time after the time difference value of the current cycle; wherein, the time difference value is the time difference between the second time and the first time. When the rack displacement value is not within the preset threshold range, it is determined that there is no clearance in the tie rod assembly. In the next cycle of the current cycle, when the tie rod stress value is detected to be equal to the standard impact load threshold, the impact compensation mode is executed.

2. The vehicle reverse impact compensation method according to claim 1, characterized in that, The method further includes: When the rack displacement value is within a preset threshold range and the time difference is greater than the preset tie rod clearance impact load threshold time, the clearance compensation mode is executed at the moment when the time difference is equal to the preset tie rod clearance impact load threshold time.

3. The vehicle reverse impact compensation method according to claim 1, characterized in that, Based on the rack displacement value and the current vehicle speed, the motor driving the steering wheel performs reverse impact compensation in the vehicle's driving direction at the corresponding moment, and also includes: Determine the impact compensation speed coefficient based on the current vehicle speed; Obtain the gear pitch circle diameter value and the difference between the basic assist and the impact load assist force; The assist compensation torque is calculated based on the impact compensation speed coefficient, the gear pitch circle diameter, and the difference between the base assist and the impact load assist. Based on the aforementioned assist compensation torque, the motor driving the steering wheel performs reverse impact compensation in the vehicle's driving direction.

4. The vehicle reverse impact compensation method according to claim 1, characterized in that, When a malfunction is detected in the sensor on the vehicle used to acquire the steering angle signal, the rack displacement value is converted into a steering value corresponding to the steering angle signal; When a malfunction is detected in the sensor on the vehicle used to acquire torque signals, the stress value of the tie rod is converted into a torque value corresponding to the torque signal. Stop reverse impact compensation and output an alarm message.

5. A vehicle reverse impact compensation device, characterized in that, The device includes: The first acquisition module is used to acquire the first moment when the stress value of the tie rod is equal to the standard impact load threshold in the current cycle, and the second moment when the stress value of the tie rod is equal to the starting impact load threshold. Wherein, the stress value of the tie rod is the stress value of the steering tie rod; The second acquisition module is used to acquire the rack displacement value of the steering rack between the first time moment and the second time moment; The execution module is used to drive the steering wheel motor to perform reverse impact compensation in the vehicle driving direction at the corresponding time according to the rack displacement value and the current vehicle speed value. The execution module includes: The first execution submodule is used to determine that there is a gap in the tie rod assembly when the rack displacement value is within a preset threshold range, and to perform gap compensation at a time after the time difference value of the current cycle; wherein, the time difference value is the time difference value between the second time and the first time. The second execution submodule is used to determine that there is no clearance in the tie rod assembly when the rack displacement value is not within the preset threshold range, and to execute the impact compensation mode when the tie rod stress value is detected to be equal to the standard impact load threshold in the next cycle of the current cycle.

6. A vehicle reverse impact compensation device according to claim 5, characterized in that, The execution module further includes: The first determining submodule is used to determine the impact compensation speed coefficient based on the current vehicle speed value; The first acquisition submodule is used to acquire the gear pitch circle diameter value and the difference between the basic assist and the impact load assist force. The first calculation submodule is used to calculate the assist compensation torque based on the impact compensation speed coefficient, the gear pitch circle diameter value, and the difference between the force of the basic assist and the force of the impact load assist. The first compensation submodule is used to perform reverse impact compensation on the vehicle's driving direction by the motor driving the steering wheel, based on the power assist compensation torque.

7. An electronic device, characterized in that, include: The system includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program, when executed by the processor, implements the steps of the vehicle reverse impact compensation method as described in any one of claims 1 to 4.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the steps of the vehicle reverse impact compensation method as described in any one of claims 1 to 4.

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