A steering torque compensation method, device and vehicle

Abstract

The embodiment of the application provides a kind of steering torque compensation method, device and vehicle, comprising: after determining that the vehicle is in the first deviation state, the first compensation torque update times of vehicle and the last first compensation torque value are obtained, and the first compensation torque update times is the number of times that vehicle enters the first deviation state;According to the first compensation torque update times and the last first compensation torque value, the target first compensation torque value is calculated;According to the target first compensation torque value, the steering torque of vehicle is compensated.It can be determined that the vehicle is in the first deviation state, the target first compensation torque value is calculated according to the first compensation torque update times and the last first compensation torque value, and the calculation result of target first compensation torque value is more accurate through continuous iteration calculation, so that the vehicle can automatically calculate the appropriate compensation torque and automatically leave the deviation state when deviation occurs, and the user experience is improved.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and in particular to a steering torque compensation method, device, and vehicle. Background Technology

[0002] During vehicle use, as mileage increases, it is impossible to guarantee that the vehicle will always be in optimal working condition, and the vehicle will more or less experience some deviation during driving.

[0003] The phenomenon of vehicle pulling to one side manifests itself during driving. When this happens, the steering wheel, at its neutral position, generates a torque that causes it to veer to one side. The driver needs to apply a counter-torque to the steering wheel to keep it at the neutral position and maintain straight-line driving. To reduce driver fatigue, some vehicle control systems allow the driver to actively set the steering wheel's compensation torque, enabling the vehicle's steering system to autonomously provide torque to compensate for the pull-to-side deviation.

[0004] However, the degree of vehicle deviation is not constant during driving, and the required compensation torque will change. Therefore, the driver needs to frequently adjust the compensation torque while driving, which not only makes it difficult to effectively compensate for steering torque, but also increases the unsafe factors during driving. Summary of the Invention

[0005] In view of this, the present invention aims to provide a steering torque compensation method, device and vehicle to solve the problem in the prior art that drivers need to frequently adjust the magnitude of the compensation torque while driving a vehicle.

[0006] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0007] A steering torque compensation method, applied to a vehicle controller, the method comprising:

[0008] After determining that the vehicle is in the first deviation state, the first compensation torque update number and the previous first compensation torque value of the vehicle are obtained. The first compensation torque update number is the number of times the vehicle enters the first deviation state. Each time the vehicle enters the first deviation state, the vehicle controller calculates the first compensation torque value.

[0009] Based on the first compensation torque update number and the previous first compensation torque value, a target first compensation torque value is calculated. The first compensation torque value is used to continuously compensate the steering torque of the vehicle.

[0010] The steering torque of the vehicle is compensated according to the target first compensation torque value.

[0011] A steering torque compensation device, the device comprising:

[0012] The first acquisition module is used to acquire the first compensation torque update number and the previous first compensation torque value of the vehicle after determining that the vehicle is in the first deviation state. The first compensation torque update number is the number of times the vehicle enters the first deviation state. Each time the vehicle enters the first deviation state, the vehicle controller calculates the first compensation torque value once.

[0013] The first torque calculation module is used to calculate a target first compensation torque value based on the number of times the first compensation torque is updated and the previous first compensation torque value. The first compensation torque value is used to continuously compensate the steering torque of the vehicle.

[0014] The torque output module is used to compensate the steering torque of the vehicle according to the target first compensation torque value.

[0015] A vehicle includes a vehicle controller, the vehicle controller including a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the above-described steering torque compensation method.

[0016] Compared with existing technologies, the steering torque compensation method, device, and vehicle described in this invention have the following advantages:

[0017] In summary, this invention provides a steering torque compensation method, comprising: after determining that the vehicle is in a first deviation state, obtaining the vehicle's first compensation torque update count and the previous first compensation torque value, wherein the first compensation torque update count is the number of times the vehicle enters the first deviation state, and the vehicle controller calculates the first compensation torque value once each time the vehicle enters the first deviation state; calculating a target first compensation torque value based on the first compensation torque update count and the previous first compensation torque value, wherein the first compensation torque value is used to continuously compensate the vehicle's steering torque; and compensating the vehicle's steering torque based on the target first compensation torque value. In this invention, after determining that the vehicle is in a first deviation state, the target first compensation torque value can be calculated based on the first compensation torque update count and the previous first compensation torque value. Through continuous iterative calculation, the calculation result of the target first compensation torque value is made more accurate. Then, the vehicle's steering torque is compensated using the target first compensation torque value, enabling the vehicle to automatically calculate an appropriate compensation torque and automatically escape the deviation state when deviation occurs, reducing driver fatigue and improving user experience. Attached Figure Description

[0018] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0019] Figure 1 This is a flowchart illustrating the steps of a steering torque compensation method according to an embodiment of the present invention.

[0020] Figure 2 This is a flowchart illustrating the steps of another steering torque compensation method according to an embodiment of the present invention;

[0021] Figure 3 This is a schematic diagram of a yaw rate according to an embodiment of the present invention;

[0022] Figure 4 A schematic diagram illustrating the correspondence between a third gain value, steering torque, and vehicle speed value provided by the present invention;

[0023] Figure 5 This is a module connection structure diagram of a steering torque compensation device according to an embodiment of the present invention;

[0024] Figure 6 This is a structural block diagram of a steering torque compensation device according to an embodiment of the present invention. Detailed Implementation

[0025] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0026] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0027] Reference Figure 1 The diagram shows a flowchart of the steering torque compensation method according to an embodiment of the present invention.

[0028] The power steering system detects the driver's behavior and the vehicle's motion in real time, and controls the power assist source through the internal ECU to provide appropriate steering assistance torque to the vehicle. For example, it provides a larger steering assistance torque at low speeds to make the vehicle easier and more agile to handle, and a smaller steering assistance torque at high speeds to make the vehicle more stable to handle.

[0029] At the same time, the function of the power steering system is not limited to providing steering assistance to the vehicle. It can also include many advanced functions of driver assistance and autonomous driving, such as road disturbance suppression, automatic parking, lane departure warning, lane keeping assist and active self-centering.

[0030] This invention provides a steering torque compensation method applied to a vehicle's vehicle control unit (VCU), body control module (BCM), or other controllers that control the vehicle's steering function or system. By controlling the steering assist system, the method suppresses vehicle deviation, allowing the driver to easily control the vehicle.

[0031] Step S101: After determining that the vehicle is in the first deviation state, obtain the first compensation torque update number and the previous first compensation torque value of the vehicle.

[0032] When a vehicle is traveling straight without veering, the driver does not need to apply steering torque to keep the steering wheel in a neutral position, and the steering system does not generate torque that would cause the steering wheel to deflect to one side. However, due to vehicle condition, crosswinds, or other factors, veering can easily occur. When this happens, the steering system loses torque balance, causing the steering wheel to deflect to one side with a greater torque than the other. Therefore, the driver needs to apply a certain steering torque to keep the steering wheel in a neutral position and maintain straight-line travel. When the steering wheel is in a neutral position, the deflection angle is 0°. Therefore, whether a vehicle is veering can be determined by judging its trajectory and the state of the steering wheel rotation. Of course, other methods can also be used to determine whether a vehicle is veering; this embodiment of the invention does not specifically limit the methods used.

[0033] The first compensation torque update count is the number of times the vehicle enters the first deviation state. Each time the vehicle enters the first deviation state, the vehicle controller calculates the first compensation torque value. In this embodiment of the invention, after each detection of the vehicle being in the first deviation state, the first compensation torque update count stored in the memory is incremented by 1, the first compensation torque value is recalculated, and the value of the first compensation torque stored in the memory is updated. The previous first compensation torque value is the result of the previous calculation of the first compensation torque, which is the value of the first compensation torque currently stored in the register. It should be noted that the initial value of the first compensation torque update count can be set to 0. That is, if the vehicle has never been detected entering the first deviation state, the first compensation torque update count defaults to 0 times. After the vehicle is detected in the first deviation state for the first time, the first compensation torque update count is adjusted to 1 time.

[0034] For example, when the vehicle is in motion, after the system detects that the vehicle is in the first deviation state, it retrieves the previous first compensation torque value calculated after the vehicle entered the first deviation state from the memory, for example, 10 Nm, and at the same time retrieves the number of first compensation torque updates stored in the memory, for example, 2 times.

[0035] Step S102: Calculate the target first compensation torque value based on the first compensation torque update number and the previous first compensation torque value.

[0036] Since the degree of vehicle pull-off is not constant, after torque compensation is applied to the vehicle's steering system, the pull-off may worsen further with increasing mileage and changes in vehicle condition. In this case, if the target first compensation torque value is recalculated solely based on the increase in pull-off degree, a smaller target first compensation torque may be calculated. For example, when the vehicle first detects pull-off, the first calculated first compensation torque value is 10 Nm, and a compensation torque of 10 Nm is applied to the vehicle's steering system. At this point, the vehicle stops pulling off the road. However, as the vehicle's condition deteriorates further, the vehicle pulls off the road again. When pull-off is detected a second time, if the second pull-off is less severe than the first, the second calculated first compensation torque value may be 8 Nm. If the compensation torque for the vehicle's steering system is then applied based on 8 Nm, the compensation torque will actually decrease as the pull-off degree increases, failing to provide an appropriate compensation torque for the vehicle's steering system. Moreover, after compensating the steering system based on the calculated first compensation torque value, it is possible that an inappropriate torque has been compensated for the steering system, and the vehicle will enter the first deviation state again. For example, if the target first compensation torque is too large, the vehicle will deviate to the other side. After detecting this deviation, the target first compensation torque value needs to be recalculated based on the previous first compensation torque.

[0037] Therefore, in this embodiment of the invention, the target first compensation torque value needs to be calculated based on the first compensation torque value obtained in the previous calculation. This greatly improves the accuracy of the calculation of the target first compensation torque value.

[0038] Specifically, the target first compensation torque value can be calculated using the following formula:

[0039] T1 (n) =T1 (n-1) +K d_1 ×T d )

[0040] Among them, T1 (n) T1 represents the first compensation torque value of the target. (n-1) K represents the value of the first compensation torque in the previous operation. d_1 Indicates the preset first coefficient, T d This indicates the vehicle's steering torque. A preset first coefficient can be set differently depending on the vehicle model. Steering torque is the force applied by the driver to the steering wheel.

[0041] Furthermore, as the number of calculations of the first compensation torque value increases, the previous first compensation torque value will become more and more accurate, and can more truly reflect the compensation torque actually needed by the vehicle. Therefore, the proportion of the previous first compensation torque value in the calculation gradually increases, while the proportion of the steering torque is set to gradually decrease.

[0042] Specifically, the above formula can be improved to obtain the following formula:

[0043]

[0044] Among them, T1 (n) T1 represents the target first compensation torque value, C represents the first compensation torque update number, and T1 represents the first compensation torque update number. (n-1) K represents the value of the first compensation torque in the previous operation. d_1 Indicates the preset first coefficient, T d This indicates the vehicle's steering torque.

[0045] By continuously introducing the previous first compensation torque value and the number of first compensation torque updates, the system will gradually stabilize as the number of iterations increases, until the target first torque value that can keep the vehicle out of the deviation state for a long time is calculated.

[0046] It should be noted that the initial value of the first compensation torque update count is set to 1, and the initial value of the first compensation torque is set to 0 Nm. Specifically, the first compensation torque update count and the first compensation torque value can be reset only when the vehicle leaves the factory, and then not reset again, continuing iterative calculations to ensure that the vehicle does not need to be recalculated each time it is used, providing compensation torque immediately and preventing users from experiencing vehicle pull-off. Alternatively, the first compensation torque update count and the first compensation torque value can be reset after each time the vehicle is turned off. The first compensation torque update count and the first compensation torque value can also be manually reset through the vehicle's human-machine interface system, allowing maintenance personnel or users to clear the compensation torque after vehicle maintenance.

[0047] Monitoring whether a vehicle is in the first pull-to-pitch state can be continuous. This can be done at the factory or after each start-up, continuously identifying whether the vehicle is in the first pull-to-pitch state, and calculating a target first compensation torque each time it is detected. For example, when identifying the first pull-to-pitch state of vehicle A, after detection, a target first compensation torque value is calculated, and torque compensation is applied to the vehicle based on this value. Even after the vehicle has moved out of the pull-to-pitch state, it may be detected again after a period of time. In this case, the target first compensation torque value is recalculated, and torque compensation is applied to the steering system based on this recalculated value. Alternatively, monitoring whether a vehicle is in the first pull-to-pitch state can be discontinuous. The vehicle can be checked at preset intervals, and the target first compensation torque is calculated when it is confirmed to be in the first pull-to-pitch state. These preset intervals can be flexibly set according to actual conditions, and this embodiment of the invention does not impose specific limitations.

[0048] Optionally, for safety reasons, the torque compensation for the vehicle should be within a reasonable and safe range. The steering system should not be compensated with torques exceeding safe limits to avoid interfering with the driver's operation. Therefore, after calculating the target first compensation torque value, safety adjustments can be made to this value.

[0049] Specifically, firstly, the change in the target first compensation torque value compared to the previous first compensation torque value is calculated. If the change exceeds a preset first range, the target first compensation torque value is reduced so that the change in the target first compensation torque value compared to the previous first compensation torque value is the preset first range. Then, it is determined whether the target first compensation torque value exceeds a first upper limit value. If the target first compensation torque value exceeds the first upper limit value, the target first compensation torque value is reduced to the first upper limit value.

[0050] Step S103: Compensate the steering torque of the vehicle according to the target first compensation torque value.

[0051] The steering torque of a vehicle represents the torque exerted by the steering wheel. After determining the target first compensation torque value, the steering torque of the vehicle needs to be compensated based on the target first compensation torque value. This can be done by directly compensating the vehicle's steering system with the target first compensation torque value, or by further processing the target first compensation torque value first, and then compensating the vehicle's steering torque based on the processing result.

[0052] Specifically, the output torque of the power steering unit can be determined by the pre-set correspondence between the steering torque and the power steering unit torque within the vehicle, or the torque that the corresponding power steering unit should output can be directly calculated based on the steering torque. Then, by adjusting the output torque of the power steering unit, compensation for the steering torque can be achieved. The power steering unit can be a power unit such as an electric motor or hydraulic press that provides assistance to the vehicle's steering system.

[0053] It should be noted that the direction of the compensating torque applied to the steering system is the direction that causes the vehicle's steering wheels to deflect in the opposite direction to the vehicle's veering direction. For example, for a front-wheel-guided vehicle, if it veers to the left while moving forward, the direction of the compensating torque applied to the steering system should be the direction that causes the front wheels to deflect to the right, i.e., the torque required to turn the steering wheel to the right (clockwise). Furthermore, in this embodiment of the invention, since the vehicle has two directions of movement, left and right turns, the steering wheel rotation angle, yaw rate, lateral acceleration, and steering torque all have two directions. Therefore, these parameters can have positive and negative values. Positive values ​​indicate actions occurring to one side of the vehicle, while negative values ​​indicate actions occurring to the other side. Therefore, these parameters must be taken in absolute value before calculation to avoid calculation errors caused by the sign.

[0054] In summary, this invention provides a steering torque compensation method, comprising: after determining that the vehicle is in a first deviation state, obtaining the vehicle's first compensation torque update count and the previous first compensation torque value, wherein the first compensation torque update count is the number of times the vehicle enters the first deviation state, and the vehicle controller calculates a first compensation torque value once each time the vehicle enters the first deviation state; calculating a target first compensation torque value based on the first compensation torque update count and the previous first compensation torque value, wherein the first compensation torque value is used to continuously compensate the vehicle's steering torque; and compensating the vehicle's steering torque based on the target first compensation torque value. In this embodiment of the invention, after determining that the vehicle is in a first deviation state, a target first compensation torque value can be calculated based on the number of updates of the first compensation torque and the previous first compensation torque value. Through continuous iterative calculation, the calculation result of the target first compensation torque value is made more accurate. Then, the steering torque of the vehicle is compensated by the target first compensation torque value, so that when the vehicle deviates, it can automatically calculate a suitable compensation torque and automatically get out of the deviation state, reducing the driver's fatigue and improving the user experience.

[0055] Reference Figure 2 The diagram shows a flowchart of another steering torque compensation method according to an embodiment of the present invention.

[0056] Step S201: Obtain the steering wheel rotation angle value and the yaw rate value of the vehicle.

[0057] The steering wheel rotation angle value represents the angle of deflection of the vehicle's steering wheel from the neutral point. When the steering wheel is at the neutral point, its rotation angle value is 0 degrees.

[0058] like Figure 3 The diagram illustrates a yaw rate according to an embodiment of the present invention. Yaw rate represents the angular velocity of a vehicle rotating about the longitudinal axis of its coordinate system in the direction of travel, such as... Figure 3 As shown, at time t0, the vehicle's direction of travel is parallel to the y-axis of the coordinate system. At time t1, the vehicle's direction of travel deflects by a degree relative to the y-axis of the coordinate system. Therefore, the yaw rate of the vehicle between times t0 and t1 is a ÷ (t1 - t0).

[0059] The vehicle's direction of travel can be determined by devices such as gyroscopes and electronic compasses, and the vehicle's yaw rate can be determined by the change in the vehicle's direction of travel within a preset time period and the length of the preset time period.

[0060] Step S202: When the steering wheel rotation angle is less than the preset rotation angle and the yaw rate is greater than the first preset yaw rate, the vehicle is determined to be in a first yaw state.

[0061] For vehicles that do not exhibit veering issues, the yaw rate is 0 when driving straight, but not 0 when veering. Therefore, the driver's intention to drive straight can be determined by the steering wheel rotation angle. If the steering wheel rotation angle is less than a preset value, it can be determined that the driver intends to drive straight. For example, the preset rotation angle can be set to 5 degrees or the dead zone range of the steering wheel. Since there is a dead zone near the center point of the steering wheel, the wheels cannot turn when the steering wheel rotation angle is less than the dead zone range. Therefore, when the steering wheel rotation angle is less than the preset value, it can be assumed that the driver has no intention to steer and wants to drive straight. The preset rotation angle value can be set according to actual needs, and this embodiment of the invention does not impose specific limitations here.

[0062] If the vehicle's yaw rate is no longer 0, it indicates that the vehicle is not traveling in a straight line and has veered off course. The larger the yaw rate, the more severe the velocities. The yaw rate can be used to determine whether the vehicle is traveling in a straight line. When the yaw rate is greater than a first preset yaw rate value, it can be determined that the vehicle is not traveling in a straight line. For example, the first preset yaw rate value can be set to 0.5 degrees / second. When the yaw rate is less than 0.5 degrees / second, it can be determined that the vehicle has deviated from a straight line. The magnitude of the first preset yaw rate value can be set according to actual needs; this embodiment of the invention does not impose specific limitations here. When the driver's intention is to travel in a straight line and the vehicle's actual trajectory deviates from a straight line, it can be determined that the vehicle has veered off course.

[0063] In addition, to improve the accuracy of the judgment, the conditions for judging whether the vehicle is in the first deviation state may also include: the vehicle's driving speed is greater than a first preset speed value, the vehicle's lateral acceleration is less than a first preset acceleration value, the vehicle's steering torque is greater than a first preset torque value, the vehicle's steering wheel angular velocity is less than a first preset steering wheel angular velocity value, and the vehicle's fault alarm system does not issue any of the following:

[0064] The steering torque value represents the torque applied by the driver to the steering wheel, which can be clockwise (to the right) or counterclockwise (to the left). When the vehicle is traveling straight and there is no issue with veering off course, the driver does not need to apply any torque to the steering wheel. However, if the vehicle veers off course, the driver needs to apply a certain amount of torque to the steering wheel to keep the vehicle in its correct position.

[0065] For example, if a vehicle veers to the left, the driver needs to apply a rightward steering torque to the steering wheel, that is, turn the steering wheel clockwise with a certain force to keep the vehicle traveling in a straight line. The steering torque value can be determined by collecting the steering torque applied to the steering wheel using a torque sensor.

[0066] If the vehicle's steering torque exceeds a first preset torque value, it can be determined that the vehicle is pulling to one side and is already in the first stage of pulling to one side, requiring torque compensation of the steering system. For example, the first preset torque value can be set to 3 Nm. Therefore, when the steering torque provided by the driver exceeds 3 Nm, the vehicle is determined to be in the first stage of pulling to one side. It should be noted that the magnitudes of the first preset yaw rate and the first preset torque value can be set according to actual needs, and this embodiment of the invention does not impose specific limitations on them.

[0067] Furthermore, since the degree of vehicle deviation is related to the vehicle's speed, for example, when the vehicle is traveling at high speed, the wheels will be subjected to a large self-aligning torque due to the toe angle, and the degree of vehicle deviation may be small. Therefore, different preset rotation angle values, first preset yaw rate value, first preset torque value, first preset acceleration value, or first preset steering wheel rate value can be set for different driving speed values, so that the vehicle can accurately determine whether there is a deviation problem at different driving speed values.

[0068] To improve the accuracy of the judgment, the vehicle can be confirmed to be in the first deviation state only after it has been detected and maintained for a preset duration. For example, the preset duration can be set to 200 milliseconds. It should be noted that the preset duration can be set according to actual needs, and this embodiment of the invention does not impose a specific limitation.

[0069] Step S203: After determining that the vehicle is in the first deviation state, obtain the first compensation torque update number and the previous first compensation torque value of the vehicle.

[0070] Step S204: Calculate the target first compensation torque value based on the first compensation torque update number and the previous first compensation torque value.

[0071] Step S205: If the yaw rate value is greater than the second preset yaw rate value, determine that the vehicle is in a second yaw state, wherein the second preset yaw rate value is greater than the first preset yaw rate value.

[0072] The causes of vehicle pulling to one side during driving can generally be divided into two categories: The first category is pulling due to the vehicle's condition, such as uneven tire wear or pressure on both sides, or pulling caused by play or deformation in the vehicle's suspension structure. This type of pulling caused by mechanical structural changes is characterized by its long-term persistence and relatively minor severity. The second category is pulling due to the vehicle's driving environment, such as the vehicle being subjected to crosswinds or driving on an inclined road surface. This type of pulling caused by the driving environment is characterized by its sudden appearance and disappearance, and its more severe severity.

[0073] The first deviation state in this embodiment of the invention can be used to identify deviation caused by the aforementioned vehicle condition reasons. Generally speaking, after a vehicle experiences deviation due to its own structure, when driving straight on a flat road, the steering wheel will generate a continuous torque at the neutral point. The driver needs to continuously input steering torque to counteract the continuous torque generated by the steering wheel in order to keep the vehicle driving straight.

[0074] This invention distinguishes between vehicle drift problems caused by different reasons and calculates appropriate compensation torques for each type of drift problem. Therefore, this invention provides a second drift state to identify sudden drift situations that occur during vehicle operation, mainly including drift situations caused by environmental changes.

[0075] Specifically, the triggering conditions for the second yaw state are the same as those for the first yaw state, but the difference lies in the stricter triggering conditions. Specifically, the second preset yaw rate value must be greater than a predetermined second preset yaw rate value. Thus, the vehicle may not necessarily meet the second yaw state condition when the first yaw state is triggered, but the first yaw state must have already been triggered when the second yaw state is triggered. Therefore, the second yaw state determination is only performed when the vehicle is in the first yaw state, which helps save system computing resources.

[0076] Step S206: Calculate the target second compensation torque value based on the previous second compensation torque value. The target second compensation torque value is used to perform instantaneous compensation on the steering torque of the vehicle.

[0077] The previous value of the second compensation torque is the result of the previous calculation of the second compensation torque, which is the value of the second compensation torque currently stored in the register. For example, when the vehicle is in a second deviation state during driving, the system retrieves the previous value of the second compensation torque calculated when the vehicle entered the second deviation state from the memory, for example, 10 Nm.

[0078] The target second compensation torque value can be calculated using the following formula:

[0079] T2 (n) =K d_2 ×T d +T2 (n-1)

[0080] Among them, T2 (n) T2 represents the target's second compensation torque value. (n-1) K represents the previous second compensation torque value. d_2 This indicates a preset second coefficient, T. d This indicates the steering torque of the vehicle. Steering torque is the torque exerted by the driver on the steering wheel.

[0081] It should be noted that the initial value of the second compensation torque is set to 0 Nm. Specifically, the second compensation torque value can be reset only when the vehicle leaves the factory, or it can be reset after each time the vehicle is turned off. It can also be manually reset through the vehicle's human-machine interface system. Furthermore, the second compensation torque value can be reset each time the vehicle exits the second pull-off state.

[0082] Monitoring whether the vehicle is in a second deviation state can be continuous. This can be done either after the vehicle leaves the factory or after each start-up, continuously identifying whether the vehicle is in a second deviation state, and calculating the target second compensation torque each time it is detected. Alternatively, monitoring can be discontinuous, with a judgment made at preset intervals to determine if the vehicle is in a second deviation state, and the target second compensation torque calculated when the vehicle is confirmed to be in a second deviation state. These preset intervals can be flexibly set according to actual conditions, and this embodiment of the invention does not impose specific limitations. The determination of the second deviation state can be performed simultaneously with the determination of the first deviation state, or it can be performed only after the vehicle is determined to be in the first deviation state. In other words, if the vehicle is not in the first deviation state, the determination of whether it is in a second deviation state is not performed.

[0083] Optionally, also for safety reasons, the second compensation torque value of the target can be processed for safety after it has been calculated.

[0084] Specifically, firstly, the change in the target second compensation torque value compared to the previous second compensation torque value is calculated. If the change exceeds a preset second range, the target second compensation torque value is reduced so that the change in the target second compensation torque value compared to the previous second compensation torque value is the preset second range. Then, it is determined whether the target second compensation torque value exceeds a second upper limit value. If the target second compensation torque value exceeds the second upper limit value, the target second compensation torque value is reduced to the second upper limit value.

[0085] Step S207: The sum of the target first compensation torque value and the target second compensation torque value is used as the basic compensation torque value.

[0086] After calculating the first compensation torque value, the vehicle's steering torque is directly compensated based on this value. After calculating the second compensation torque value, the first and second compensation torque values ​​are added together to obtain the base compensation torque value.

[0087] It should be noted that, since the purpose of the second compensation torque value is to provide instantaneous compensation for the vehicle, it is only included in the calculation of the basic compensation torque value during the period when the vehicle is in the second pull-off state. When the vehicle is not in the second pull-off state, the basic compensation torque value is equal to the first compensation torque value.

[0088] Step S208: Obtain the yaw rate, lateral acceleration, steering torque, and speed of the vehicle, and determine the compensation gain value.

[0089] The yaw rate and steering torque values ​​have been explained in detail in step S201, and will not be repeated here in this embodiment of the invention.

[0090] Lateral acceleration represents the acceleration of a vehicle in the lateral direction. For example, a vehicle's lateral acceleration is zero when traveling in a straight line, but it is also zero when turning, i.e., when the vehicle's yaw rate is not zero. Lateral acceleration also indicates whether the vehicle is traveling in a straight line.

[0091] Sub-step S2081: Determine the first gain value based on the yaw rate value and the travel speed value.

[0092] The first gain value is directly proportional to the vehicle's speed at the same yaw rate; that is, the faster the vehicle's speed, the larger the first gain value. Similarly, at the same vehicle speed, the first gain value is directly proportional to the yaw rate; that is, the larger the yaw rate, the larger the corresponding first gain value. The first gain value ranges from 0 to 1. Furthermore, since the steering system structure of some vehicles is not perfectly symmetrical, the first gain value can be set differently for left and right turns. Different relationships between the first gain value, yaw rate, and speed can be set for the base compensation torque in different directions. Thus, as the vehicle speed increases, the first gain value gradually increases; and as the vehicle yaw rate increases, the first gain value also gradually increases.

[0093] Sub-step S2082: Determine the second gain value based on the lateral acceleration value and the driving speed value.

[0094] The second gain value is directly proportional to the vehicle's speed under the same lateral acceleration condition; that is, the faster the vehicle's speed, the larger the second gain value. Simultaneously, under the same vehicle speed condition, the second gain value is directly proportional to the lateral acceleration value; that is, the larger the lateral acceleration value, the larger the corresponding second gain value. The second gain value ranges from 0 to 1. Furthermore, since the steering system structure of some vehicles is not perfectly symmetrical, the second gain value can be set to differentiate between left and right steering. Different relationships between the second gain value, lateral acceleration value, and vehicle speed value can be set for different directions of basic compensation torque.

[0095] Sub-step S2083: Determine a third gain value based on the steering torque value and the travel speed value, wherein the correspondence between the third gain value and the steering torque value varies with the change of the travel speed value.

[0096] To improve driving comfort, the steering wheel dead zone can be dynamically adjusted according to vehicle speed. This makes the steering wheel feel more stable at high speeds, increasing driver confidence, and more responsive at low speeds, reducing driver fatigue. For example, by making the dead zone decrease as vehicle speed increases, the center of gravity of the steering wheel becomes stronger at high speeds, making it easier for the driver to keep the vehicle in a straight line. In other words, the higher the speed, the smaller the dead zone.

[0097] Meanwhile, under the same driving speed, the third gain value is directly proportional to the vehicle's steering torque; that is, the greater the steering torque applied by the driver to the steering wheel, the greater the third gain value. Simultaneously, under the same steering torque value, the third gain value is directly proportional to the vehicle's driving speed; that is, the greater the vehicle's driving speed, the greater the corresponding third gain value. The third gain value ranges from 0 to 1. Furthermore, since the steering system structure of some vehicles is not perfectly symmetrical, the third gain value can be set to differentiate between left and right turns. For different directions of basic compensation torque, different relationships can be set between the third gain value, steering torque value, and driving speed value.

[0098] Furthermore, in order to reduce the interference to the driver's control when the compensation torque is low, the output of the third gain value can be set to 0. Since the risk of veering is higher at higher vehicle speeds and the veering problem needs to be corrected earlier, the range of the third gain value outputting 0 can be reduced as the vehicle speed increases.

[0099] refer to Figure 4This diagram illustrates the correspondence between a third gain value, steering torque, and vehicle speed value provided by the present invention. Figure 4 As shown, when the vehicle speed V = 50 km / h, the steering torque range corresponding to the third gain value G3 being 0 is relatively wide, while when the vehicle speed V = 100 km / h, the steering torque range corresponding to the third gain value G3 being 0 is relatively narrow. Furthermore, the third gain value G3 and the steering torque value Td have different correspondences at different vehicle speeds.

[0100] Sub-step S2084: The product of the first gain value, the second gain value, and the third gain value is used as the compensation gain value.

[0101] Step S209: Correct the basic compensation torque value according to the compensation gain value.

[0102] The compensation gain value can be multiplied by the basic compensation torque value, and the calculation result can be used as the correction result for the basic compensation torque value.

[0103] Step S210: Compensate the steering torque of the vehicle according to the basic compensation torque value.

[0104] Because vehicle pull-to-side deviation occurs gradually, it doesn't abruptly jump from no deviation to a significant degree of pull-to-side. The onset of pull-to-side deviation requires a process, albeit a rapid one—for example, the vehicle gradually transitions from a stable state to a pulled-to-side state within 0.1 seconds, with the degree of pull-to-side increasing gradually. The compensation gain value varies between 0 and 1 depending on the severity of the pull-to-side deviation. Therefore, when the pull-to-side deviation is mild, the compensation gain value is small, resulting in a smaller adjustment to the base compensation torque value. This adjustment makes the base compensation torque value smoother, leading to a more gradual compensation of steering torque without sudden, large changes in torque. This eliminates the jerkiness experienced by the driver when suddenly applying pull-to-side torque, improving driving comfort.

[0105] In summary, this invention provides another steering torque compensation method. After determining that the vehicle is in a first deviation state, it then determines whether the vehicle is in a second deviation state. A target first compensation torque value is calculated based on the number of updates to the first compensation torque and the previous first compensation torque value. A target second compensation torque value is calculated based on the previous second compensation torque value. Through continuous iterative calculations, the calculation results of the target first and second compensation torque values ​​are made more accurate. Furthermore, the basic compensation torque value is corrected using a compensation gain value, resulting in a smoother final output steering torque compensation, improving driving comfort. This allows the vehicle to automatically calculate an appropriate compensation torque and automatically escape the deviation state when deviation occurs, reducing driver fatigue and improving the user experience.

[0106] Based on the above embodiments, this invention also provides a vehicle control device.

[0107] Reference Figure 5 The diagram illustrates the modular connection structure of a steering torque compensation device according to an embodiment of the present invention. Figure 5 As shown, the first torque calculation module 502 outputs the target first compensation torque value, the second torque calculation module 504 outputs the target second compensation torque value, and the correction module 509 receives the basic compensation torque value obtained by summing the target first compensation torque value and the target second compensation torque value. The first gain submodule 505, the second gain submodule 506, and the third gain submodule 507 respectively input the calculation results of the first gain value, the second gain value, and the third gain value into the gain calculation submodule 508. The gain calculation submodule 508 sums up each gain value to obtain the compensation gain value and inputs the compensation gain value into the correction module 509. The correction module 509 corrects the basic compensation torque value according to the compensation gain value and inputs the corrected basic compensation torque value into the torque output module 503. The torque output module 503 provides compensation torque to the vehicle steering system according to the basic compensation torque value.

[0108] refer to Figure 6 The diagram shows a structural block diagram of a steering torque compensation device according to an embodiment of the present invention:

[0109] The first acquisition module 501 is used to acquire the first compensation torque update number and the previous first compensation torque value of the vehicle after determining that the vehicle is in the first deviation state. The first compensation torque update number is the number of times the vehicle enters the first deviation state. Each time the vehicle enters the first deviation state, the vehicle controller calculates the first compensation torque value once.

[0110] The first torque calculation module 502 is used to calculate a target first compensation torque value based on the first compensation torque update number and the previous first compensation torque value. The first compensation torque value is used to continuously compensate the steering torque of the vehicle.

[0111] The torque output module 503 is used to compensate the steering torque of the vehicle according to the target first compensation torque value.

[0112] The torque output module 503 is also used to take the sum of the target first compensation torque value and the target second compensation torque value as the basic compensation torque value, and to compensate the steering torque of the vehicle according to the basic compensation torque value.

[0113] It may also include:

[0114] The first acquisition module is used to acquire the steering wheel rotation angle value and the yaw rate value of the vehicle.

[0115] The first determination module is used to determine that the vehicle is in a first deviation state when the steering wheel rotation angle is less than a preset rotation angle and the yaw rate is greater than a first preset yaw rate.

[0116] The second judgment module determines that the vehicle is in a second yaw state when the yaw rate value is greater than the second preset yaw rate value, wherein the second preset yaw rate value is greater than the first preset yaw rate value.

[0117] The second acquisition module is used to acquire the previous second compensation torque value of the vehicle.

[0118] The second torque calculation module is used to calculate a target second compensation torque value based on the previous second compensation torque value. The target second compensation torque value is used to perform instantaneous compensation on the steering torque of the vehicle.

[0119] The gain calculation module is used to obtain the yaw rate value, the lateral acceleration value, the steering torque value, and the driving speed value of the vehicle, and determine the compensation gain value.

[0120] The gain calculation module also includes:

[0121] The first gain submodule is used to determine the first gain value based on the yaw rate value and the travel speed value.

[0122] The second gain submodule is used to determine a second gain value based on the lateral acceleration value and the driving speed value.

[0123] The third gain submodule is used to determine a third gain value based on the steering torque value and the travel speed value, wherein the correspondence between the third gain value and the steering torque value varies with the change of the travel speed value.

[0124] The gain calculation submodule is used to take the product of the first gain value, the second gain value and the third gain value as the compensation gain value.

[0125] The correction module is used to correct the basic compensation torque value based on the compensation gain value.

[0126] In summary, the embodiments of the present invention provide a steering torque compensation device that, after determining that the vehicle is in a first deviation state, further determines whether the vehicle is in a second deviation state. It calculates a target first compensation torque value based on the number of updates to the first compensation torque and the previous first compensation torque value, and calculates a target second compensation torque value based on the previous second compensation torque value. Through continuous iterative calculation, the calculation results of the target first and second compensation torque values ​​are made more accurate. Furthermore, the basic compensation torque value is corrected through a compensation gain value, resulting in a smoother final output steering torque compensation, improving driving comfort. This allows the vehicle to automatically calculate an appropriate compensation torque and automatically escape the deviation state when deviation occurs, reducing driver fatigue and improving the user experience.

[0127] This invention also provides a vehicle, including a vehicle controller, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor. The vehicle controller is characterized in that the processor executes the above-described steering torque compensation method.

[0128] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0129] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

[0130] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A steering torque compensation method applied to a vehicle controller, characterized by, The method includes: After determining that the vehicle is in the first deviation state, the first compensation torque update number and the previous first compensation torque value of the vehicle are obtained. The first compensation torque update number is the number of times the vehicle enters the first deviation state. Each time the vehicle enters the first deviation state, the vehicle controller calculates the first compensation torque value. Based on the first compensation torque update number and the previous first compensation torque value, a target first compensation torque value is calculated. The first compensation torque value is used to continuously compensate the steering torque of the vehicle. The steering torque of the vehicle is compensated according to the target first compensation torque value; The target first compensation torque value is calculated according to the following formula: in, This represents the first compensation torque value of the target. This indicates the number of times the first compensation torque has been updated. This indicates the value of the previous first compensation torque. This indicates that the first coefficient is preset. This indicates the steering torque of the vehicle.

2. The steering torque compensation method according to claim 1, wherein determining that the vehicle is in a first deviation state includes: Obtain the steering wheel rotation angle value and the yaw rate value of the vehicle; If the steering wheel rotation angle is less than a preset rotation angle and the yaw rate is greater than a first preset yaw rate, the vehicle is determined to be in a first yaw state.

3. The steering torque compensation method according to claim 2, characterized by, After determining that the vehicle is in the first deviation state, the method further includes: If the yaw rate value is greater than the second preset yaw rate value, the vehicle is determined to be in a second yaw state, wherein the second preset yaw rate value is greater than the first preset yaw rate value.

4. The steering torque compensation method according to claim 3, characterized by, After determining that the vehicle is in the second veergence state, the process further includes: Obtain the previous second compensation torque value of the vehicle; The target second compensation torque value is calculated based on the previous second compensation torque value. The target second compensation torque value is used to perform instantaneous compensation on the steering torque of the vehicle. The duration of the instantaneous compensation is shorter than the duration of the continuous compensation.

5. The steering torque compensation method according to claim 4, characterized in that, The step of compensating the steering torque of the vehicle based on the target first compensation torque value includes: The sum of the target first compensation torque value and the target second compensation torque value is used as the base compensation torque value, and the steering torque of the vehicle is compensated according to the base compensation torque value.

6. The steering torque compensation method according to claim 5, characterized by, Before compensating the steering torque of the vehicle based on the basic compensation torque value, the method further includes: The vehicle's yaw rate, lateral acceleration, steering torque, and speed are obtained to determine the compensation gain value. The basic compensation torque value is corrected based on the compensation gain value.

7. The steering torque compensation method according to claim 6, characterized by, Determining the compensation gain value includes: The first gain value is determined based on the yaw rate value and the travel speed value; The second gain value is determined based on the lateral acceleration value and the driving speed value; A third gain value is determined based on the steering torque value and the travel speed value, wherein the correspondence between the third gain value and the steering torque value varies with the change of the travel speed value; The product of the first gain value, the second gain value, and the third gain value is used as the compensation gain value.

8. The steering torque compensation method according to claim 4, characterized by, The target second compensation torque value is calculated according to the following formula: in, This represents the target's second compensation torque value. This indicates the previous second compensation torque value. This indicates a preset second coefficient. This indicates the steering torque of the vehicle.

9. A turning torque compensation device applied to a vehicle controller, characterized by, The device includes: The first acquisition module is used to acquire the first compensation torque update number and the previous first compensation torque value of the vehicle after determining that the vehicle is in the first deviation state. The first compensation torque update number is the number of times the vehicle enters the first deviation state. Each time the vehicle enters the first deviation state, the vehicle controller calculates the first compensation torque value once. The first torque calculation module is used to calculate a target first compensation torque value based on the number of times the first compensation torque is updated and the previous first compensation torque value. The first compensation torque value is used to continuously compensate the steering torque of the vehicle. A torque output module is used to compensate the steering torque of the vehicle according to the target first compensation torque value; The target first compensation torque value is calculated according to the following formula: wherein, represents the target first compensation torque value, represents the first compensation torque update times, represents the last first compensation torque value, represents a preset first coefficient, represents the steering torque of the vehicle.

10. The steering torque compensation device according to claim 9, further comprising: The first acquisition module is used to acquire the steering wheel rotation angle value and the yaw rate value of the vehicle. The first determination module is used to determine that the vehicle is in a first deviation state when the steering wheel rotation angle is less than a preset rotation angle and the yaw rate is greater than a first preset yaw rate.

11. The steering torque compensation apparatus according to claim 10, characterized by The device further includes: The second judgment module determines that the vehicle is in a second yaw state when the yaw rate value is greater than the second preset yaw rate value, wherein the second preset yaw rate value is greater than the first preset yaw rate value.

12. The steering torque compensation apparatus according to claim 11, characterized by The device further includes: The second acquisition module is used to acquire the previous second compensation torque value of the vehicle; The second torque calculation module is used to calculate a target second compensation torque value based on the previous second compensation torque value. The target second compensation torque value is used to perform instantaneous compensation on the steering torque of the vehicle.

13. The steering torque compensation apparatus according to claim 12, characterized by The torque output module is further configured to use the sum of the target first compensation torque value and the target second compensation torque value as the base compensation torque value, and to compensate the steering torque of the vehicle based on the base compensation torque value.

14. The steering torque compensation apparatus according to claim 13, characterized by The device further includes: The gain calculation module is used to obtain the yaw rate value, the lateral acceleration value, the steering torque value, and the driving speed value of the vehicle, and determine the compensation gain value. The correction module is used to correct the basic compensation torque value based on the compensation gain value.

15. The steering torque compensation apparatus according to claim 14, characterized by The gain calculation module further includes: The first gain submodule is used to determine the first gain value based on the yaw rate value and the travel speed value; The second gain submodule is used to determine a second gain value based on the lateral acceleration value and the driving speed value; The third gain submodule is used to determine a third gain value based on the steering torque value and the driving speed value, wherein the correspondence between the third gain value and the steering torque value varies with the change of the driving speed value; The gain calculation submodule is used to take the product of the first gain value, the second gain value and the third gain value as the compensation gain value.

16. A vehicle comprising a vehicle controller, the vehicle controller comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein, The processor, when executing the computer program, implements the steering torque compensation method according to any one of claims 1 to 8. The processor, when executing the computer program, implements the steering torque compensation method according to any one of claims 1 to 8.

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