Run-off compensation boost system and control method

Abstract

A kind of deviation compensation boost system and control method, wherein the control method includes: judging the state information of differential power steering;When differential power steering is effective, deviation compensation is carried out by differential power steering;When differential power steering fails, deviation compensation is carried out by electric power steering.The deviation compensation boost system includes control module, main compensation module and auxiliary compensation module that communicate with each other.The deviation compensation boost system and control method can compensate by differential power steering, effectively reduce the occurrence of motor long-time blocking phenomenon, reduce motor failure risk, weaken the degree of motor performance degradation;Compensation by differential power steering can expand the range of hand power;Through differential power steering and electric power steering main / auxiliary system redundancy backup, the probability of deviation compensation failure can be reduced, and the driving safety of vehicle is improved;Long-time compensation and short-time compensation are carried out in parallel, which can compensate for the deviation caused by external factors, and also can compensate for the deviation caused by vehicle itself.

Description

Technical Field

[0001] This application relates to the field of automotive control technology, and in particular to a lane deviation compensation and control method. Background Technology

[0002] When a vehicle is traveling in a straight line, it may veer to one side if it encounters strong crosswinds or a sloping road surface. Additionally, factors inherent to the vehicle itself, such as different tire wear levels or pressures on the left and right wheels, poor suspension adjustment, or inadequate wheel alignment, can also cause varying degrees of vehicle veer. In these situations, to maintain straight-line driving, the driver must apply extra force to the steering wheel to counteract the veer. Therefore, vehicle veer increases the driver's workload to some extent.

[0003] To reduce the driver's operational burden, it is necessary to compensate for the additional hand force exerted by the driver to resist vehicle drift. Existing Pull Drift Compensation (PDC) technology applies a compensating torque in the same direction as the driver's hand force through the electric power steering (EPS) motor, gradually compensating the driver's hand force to zero or near zero. While existing PDC technology can compensate for driver hand force, the vehicle is in a straight-line driving state during the compensation process, causing the power steering motor's rotational speed to be zero, while the output torque is not zero—meaning the power steering motor is in a stalled state. At this time, if the compensating torque output by the power steering motor is large, there is a risk of burning out the motor. To mitigate this risk, existing PDC technology often limits the compensating torque to a small range, thus only compensating for a limited range of driver hand force. Furthermore, existing PDC technology relies entirely on electric power steering and lacks redundant control; if the electric power steering motor fails, PDC will directly fail. Summary of the Invention

[0004] In view of this, the present application provides a deviation compensation assist system and control method to solve the technical problems of small compensation range, motor stall, and lack of redundant control in the existing deviation compensation system.

[0005] In a first aspect, embodiments of this application provide a method for misalignment compensation and control, including:

[0006] Determine the status information of Differential Drive Assist Steering (DDAS);

[0007] When the differential power steering is effective, deviation compensation is performed through the differential power steering;

[0008] When the differential power steering fails, the deviation is compensated by electric power steering.

[0009] In one possible implementation, the step of compensating for deviation via differential power steering includes:

[0010] The total differential assist torque is calculated iteratively, causing the driver's hand force to gradually approach 0;

[0011] Calculate the two front-wheel drive torques based on the total differential assist torque;

[0012] Based on the total differential assist torque, yaw compensation control is applied to the vehicle to control the additional yaw moment of the vehicle to be 0, and the driving torque of the two rear wheels is calculated.

[0013] In one possible implementation, the step of iteratively calculating the total differential assist torque to gradually reduce the driver's hand force to zero includes:

[0014] The short-time differential assist torque is calculated based on the driver's hand strength and the external causes that cause the vehicle to veer off course.

[0015] Calculate the long-time differential power assist torque based on the driver's hand strength and the internal causes of vehicle deviation;

[0016] The sum of the short-time differential assist torque and the long-time differential assist torque is calculated to obtain the total differential assist torque that compensates for the driver's hand force;

[0017] The total differential assist torque is calculated iteratively, causing the driver's hand force to gradually approach 0.

[0018] In one possible implementation, the step of compensating for lane deviation via electric power steering includes:

[0019] The driving torque of each of the four wheels is calculated separately, and the vehicle is controlled to yaw compensation, so that the additional yaw moment of the vehicle is 0.

[0020] Based on the condition that the additional yaw moment is 0, the total torque of the power steering motor is iteratively calculated to gradually reduce the driver's hand force to 0.

[0021] In one possible implementation, the step of iteratively calculating the total torque of the power steering motor to gradually reduce the driver's hand force to zero, based on the additional yaw moment being zero, includes:

[0022] The short-term torque of the power steering motor is calculated based on the driver's hand strength and the external causes that cause the vehicle to veer off course.

[0023] The long-term torque of the power steering motor is calculated based on the driver's hand strength and the internal causes of vehicle deviation.

[0024] The sum of the short-time torque and the long-time torque of the power steering motor is calculated to obtain the total torque of the power steering motor that compensates for the driver's hand force.

[0025] The total torque of the power steering motor is calculated iteratively, so that the driver's hand force gradually approaches 0.

[0026] In one possible implementation, prior to the step of determining the state information of the differential power steering, the following is included:

[0027] Determine whether deviation compensation is enabled;

[0028] If enabled, the differential power steering status information will be determined.

[0029] If disabled, the vehicle will be controlled via the vehicle controller.

[0030] In one possible implementation, the step of determining whether deviation compensation is enabled includes:

[0031] Determine whether the vehicle is traveling straight;

[0032] Determine whether the deviation compensation is enabled;

[0033] If so, then execute the judgment to determine the status information of the differential power steering;

[0034] If not, determine whether the driver's hand strength has reached the preset hand strength threshold;

[0035] If the preset hand strength threshold is reached, it is determined whether the timing for reaching the hand strength threshold has reached the preset time.

[0036] If the preset time is reached, the deviation compensation is enabled, and the differential power steering status information is determined.

[0037] Secondly, embodiments of this application provide a deviation compensation assist system, comprising a control module, a main compensation module, and a secondary compensation module that communicate with each other;

[0038] The control module is used to determine the status information of the differential power steering.

[0039] When the differential power steering is effective, the main compensation module is used to control the differential power steering through the control module to perform deviation compensation;

[0040] When the differential power steering fails, the auxiliary compensation module is used to control the electric power steering to compensate for the deviation through the control module.

[0041] In one possible implementation, the control module is connected to the drive motors of the four wheels of the vehicle and to the power steering motor connected to the vehicle's steering gear.

[0042] When the main compensation module is activated, the control module controls the four drive motors to perform deviation compensation.

[0043] When the secondary compensation module is activated, the control module controls the power steering motor to perform deviation compensation.

[0044] Thirdly, embodiments of this application provide an electronic device, including an on-board electronic control system, a signal acquisition and prediction module, and an execution device. The on-board electronic control system has a deviation compensation and assistance system as described in the second aspect. The signal acquisition and prediction module has multiple vehicle state sensors for measuring vehicle state parameters. The execution device has a drive motor and a steering assist motor as described in the second aspect.

[0045] The signal acquisition and prediction module sends multiple vehicle state parameters acquired by the multiple vehicle state sensors to the vehicle electronic control system. The vehicle electronic control system controls the drive motor and the steering assist motor according to the multiple vehicle state parameters, so that the electronic device executes the deviation compensation control method as described in the first aspect.

[0046] Fourthly, embodiments of this application provide a computer-readable storage medium including program instructions that, when executed on a computer device, cause the computer device to perform the deviation compensation control method as described in the first aspect.

[0047] Compared with the prior art, this technical solution has at least the following beneficial effects:

[0048] The lane deviation compensation assist system and control method disclosed in this application compensates for lane deviation by using differential power steering, which effectively reduces the occurrence of prolonged motor stalling, reduces the risk of motor failure, and mitigates the degree of motor performance degradation. Compensation by differential power steering can expand the range of manual force required for compensation. Redundant backup of the differential power steering and electric power steering main / auxiliary systems can reduce the probability of lane deviation compensation failure and improve vehicle driving safety. Long-term compensation and short-term compensation are performed in parallel, which can compensate for lane deviation caused by both external factors and vehicle-related factors. Attached Figure Description

[0049] Figure 1 This is a flowchart of the deviation compensation control method of Embodiment 1 of this application;

[0050] Figure 2This is a flowchart of S300 in the deviation compensation control method of Embodiment 1 of this application;

[0051] Figure 3 This is a flowchart of S310 in the deviation compensation control method of Embodiment 1 of this application;

[0052] Figure 4 This is a flowchart of S400 in the deviation compensation control method of Embodiment 1 of this application;

[0053] Figure 5 This is a flowchart of S420 in the deviation compensation control method of Embodiment 1 of this application;

[0054] Figure 6 This is a flowchart before step S200 in the deviation compensation control method of Embodiment 1 of this application;

[0055] Figure 7 This is a flowchart of S100 in the deviation compensation control method of Embodiment 1 of this application;

[0056] Figure 8 This is a schematic diagram of the deviation compensation assist system of Embodiment 2 of this application;

[0057] Figure 9 This is a schematic diagram of the deviating compensation assist system of Embodiment 2 of this application;

[0058] Figure 10 This is a system architecture diagram of the electronic device of Embodiment 3 of this application.

[0059] Figure label:

[0060] 10-On-board electronic control system; 11-Control module; 12-Main compensation module; 13-Secondary compensation module; 14-Drive motor; 15-Steering gear; 16-Power steering motor; 20-Signal acquisition and prediction module; 30-Actuation device. Detailed Implementation

[0061] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0062] Example 1

[0063] Embodiment 1 of this application discloses a misalignment compensation control method, which aims to solve the technical problems of existing misalignment compensation technology, such as small compensation range, motor stall, and lack of redundant control.

[0064] like Figure 1As shown, the deviation compensation control method includes:

[0065] S200: Determines the status information of differential power steering;

[0066] S300: When differential power steering is effective, it compensates for deviation through differential power steering;

[0067] S400: When differential power steering fails, it compensates for deviation by electric power steering.

[0068] In the S200, differential power steering serves as the primary system, while electric power steering acts as the secondary system. The switching between the primary and secondary systems is determined primarily by the status information of the differential power steering, which determines whether lane departure compensation control is implemented through the primary system's differential power steering or the secondary system's electric power steering. Differential power steering is a novel power steering technology that utilizes the differential torque between the left and right front wheels to provide steering assistance. Based on the driver's steering wheel input, it achieves differential control of the left and right wheels, generating differential assist torque to provide corresponding steering assistance according to the driver's needs. The speed-dependent assist characteristic of differential power steering dictates a trade-off between steering assistance and maintaining road feel. When the differential power steering is functioning correctly (e.g., a drive motor malfunction), lane departure compensation control is implemented through the primary system's differential power steering; when the differential power steering fails, lane departure compensation control is implemented through the secondary system's electric power steering.

[0069] The S300 and S400 systems primarily calculate the torque required to compensate for the driver's hand force, specifically the torque of the drive motor and the torque of the power steering motor. Because the working principles of the main system (differential power steering) and the auxiliary system (electric power steering) differ, the calculation methods for the compensation torque also differ. The following sections will elaborate on the specific calculations for differential power steering and electric power steering.

[0070] like Figure 2 As shown, in the deviation compensation control method of this embodiment 1, step S300 includes:

[0071] S310: Iteratively calculates the total differential assist torque, gradually reducing the driver's hand force to 0;

[0072] S320: Calculate the driving torque of the two front wheels based on the total differential assist torque;

[0073] S330: Based on the total differential assist torque, perform yaw compensation control on the vehicle, control the additional yaw moment of the vehicle to be 0, and calculate the drive torque of the two rear wheels.

[0074] like Figure 3 As shown, in the deviation compensation control method of this embodiment 1, step S310 includes:

[0075] S311: Calculate the short-time differential assist torque based on the driver's hand strength and the external causes that cause the vehicle to veer off course;

[0076] S312: Calculates the long-time differential assist torque based on the driver's hand strength and the internal causes of vehicle deviation;

[0077] S313: Calculate the sum of the short-time differential assist torque and the long-time differential assist torque to obtain the total differential assist torque that compensates for the driver's hand force;

[0078] S314: Iteratively calculates the total differential assist torque, gradually reducing the driver's hand force to 0.

[0079] Combination Figure 2 and Figure 3 The S300 compensates for deviation by using differential power steering, which is based on the driver's hand force and is achieved by controlling four drive motors.

[0080] First, step S310 calculates the differential assist torque required for lane departure compensation control based on the driver's hand force when the vehicle is traveling straight. Factors causing vehicle lane departure include internal factors (suspension, tire wear, wheel alignment parameters, etc.) and external factors (crosswinds, sloping road surfaces, etc.). The required differential assist torque needs to be calculated separately for both internal and external factors. For lane departure caused by external factors, the calculation is primarily based on the driver's hand force T. h The required short-time differential assist torque ΔT is calculated through short-time compensation. DS And ΔT DS The deviation compensation gradually decreases to 0 after the deviation compensation is deactivated, and also gradually decreases to 0 when the system is powered off; this is achieved by adjusting the short-time compensation iteration coefficient C. S The magnitude of this value can control the time it takes for short-time compensation to stabilize. Short-time differential assist torque ΔT DS The specific calculation method is as follows:

[0081]

[0082] In the formula, z represents the current time and z-1 represents the previous time.

[0083] For deviations caused by internal factors, the main focus is on the driver's hand force T. h and short-time differential boost torque ΔT DS The required long-term differential assist torque ΔT is calculated through long-term compensation. DL And ΔT DL When exiting the deviation compensation, the value from the previous moment is kept unchanged, and it is stored when the system is powered off, serving as the initial value for long-term compensation in the next power-on cycle; the long-term compensation iteration coefficient C is adjusted. LThe magnitude of this value controls the time it takes for long-term compensation to stabilize; the stabilization time for long-term compensation should be greater than the stabilization time for short-term compensation. Long-term differential assist torque ΔT DL The specific calculation method is as follows:

[0084]

[0085] Short-time differential boost torque ΔT DS With long-time differential boost torque ΔT DL The sum of these is the total differential assist torque ΔT required to compensate for the driver's hand strength. D The specific calculation method is as follows:

[0086] ΔT D (z)=ΔT DS (z)+ΔT DL (z)

[0087] The differential assist torque calculation formula is continuously iterated until the driver's hand force approaches 0.

[0088] Step S320 is based on the total differential assist torque ΔT D The drive torque of the two front-wheel drive motors is calculated using the following formula:

[0089]

[0090]

[0091] In the formula, T f T1 represents the front axle drive torque; T2 represents the left front wheel drive torque and the right front wheel drive torque, respectively.

[0092] Step S330 is based on the total differential assist torque ΔT D Yaw compensation control is implemented for the entire vehicle. Differential power steering utilizes the total differential power steering torque ΔT. D While compensating for the driver's hand force, an additional yaw moment is also generated in the vehicle. Since the desired yaw rate during straight-line travel is 0, it is necessary to control the rear-wheel drive torque to counteract the additional yaw moment generated by the front wheels. To control the additional yaw moment of the entire vehicle to be 0, the rear-wheel drive torque needs to meet the following conditions:

[0093] T r =T3+T4

[0094]

[0095] In the formula, T rT1 represents the rear axle drive torque; T3 and T4 represent the left and right rear wheel drive torques, respectively. After satisfying the above conditions, the drive torques of the rear wheels can be further calculated as follows:

[0096]

[0097]

[0098] During the process of controlling deviation compensation through differential power steering, the torque of the power steering motor is controlled to be 0.

[0099] like Figure 4 As shown, in the deviation compensation control method of this embodiment 1, step S400 includes:

[0100] S410: Calculate the driving torque of each of the four wheels, perform yaw compensation control on the vehicle, and control the additional yaw moment of the vehicle to be 0.

[0101] S420: Based on an additional yaw moment of 0, iteratively calculate the total torque of the power steering motor to gradually reduce the driver's hand force to 0.

[0102] like Figure 5 As shown, in the deviation compensation control method of this embodiment 1, step S420 includes:

[0103] S421: Calculate the short-term torque of the power steering motor based on the driver's hand strength and the external causes that cause the vehicle to veer off course;

[0104] S422: Calculate the long-term torque of the power steering motor based on the driver's hand strength and the internal causes of vehicle deviation;

[0105] S423: Calculate the sum of the short-time torque and the long-time torque of the power steering motor to obtain the total torque of the power steering motor that compensates for the driver's hand force;

[0106] S424: Iteratively calculates the total torque of the power steering motor, gradually reducing the driver's hand force to 0.

[0107] The S400 is designed to compensate for deviations in electric power steering by controlling the power steering motor, based on the driver's hand force, when differential power steering fails for a specific reason (such as drive motor failure).

[0108] When using electric power steering for lane departure compensation control, the vehicle's yaw rate must first be ensured to be zero. Simultaneously, if the drive torques of the two front wheels are not equal at this point, an additional steering assist will be generated, affecting the driver's hand force on the steering wheel. Therefore, before calculating the power steering motor torque, yaw compensation control must be performed on the vehicle. Based on this, the power steering motor torque is iteratively calculated by considering internal factors, external factors, and the effects of yaw compensation control, until the driver's hand force approaches zero.

[0109] Step S410 first performs yaw compensation control on the vehicle, controlling the additional yaw moment of the entire vehicle to be 0. At this time, the drive torque of the four wheels needs to meet the following constraints:

[0110] T f =T1+T2

[0111] T r =T3+T4

[0112] T1-T2=T4-T3

[0113] The specific drive torques for the four wheels can be further calculated by combining other vehicle dynamics control functions. Taking a failure of the left front wheel motor as an example, the drive torques for the four wheels can be obtained as follows:

[0114] T1 = 0

[0115] T2 = T f

[0116]

[0117]

[0118] After performing yaw compensation control on the entire vehicle, step S420 calculates the steering assist motor torque required for lane departure compensation control based on the driver's hand force when the vehicle is traveling straight. The required steering assist motor torque needs to be calculated separately for both internal and external factors causing vehicle lane departure. For lane departure caused by external factors, the torque is primarily based on the driver's hand force T. h The required short-term torque T of the power steering motor is calculated through short-term compensation. ES And T ES The deviation compensation gradually decreases to 0 after the deviation compensation is deactivated, and also gradually decreases to 0 when the system is powered off; this is achieved by adjusting the short-time compensation iteration coefficient C. S The magnitude of this value can control the time it takes for short-term compensation to stabilize. The short-term torque T of the power steering motor... ES The specific calculation method is as follows:

[0119]

[0120] For deviations caused by internal factors, the main focus is on the driver's hand force T. h and short-time torque T of the power steering motor ES The required long-term torque T of the power steering motor is calculated through long-term compensation. EL And T EL When exiting the deviation compensation, the value from the previous moment is kept unchanged, and it is stored when the system is powered off, serving as the initial compensation value for the next power-on long-term compensation cycle; the long-term compensation iteration coefficient C is adjusted. L The magnitude of this value controls the time it takes for long-term compensation to stabilize; the stabilization time for long-term compensation should be greater than the stabilization time for short-term compensation. The long-term torque T of the power steering motor... EL The specific calculation method is as follows:

[0121]

[0122] short-time torque T of the power steering motor ES With the long-term torque T of the power steering motor EL The sum of these is the total torque T of the power steering motor required to compensate for the driver's hand strength. E The specific calculation method is as follows:

[0123] T E (z)=T EL (z)+T ES (z)

[0124] The calculation is iterated continuously according to the formula for calculating the torque of the power steering motor until the driver's hand force approaches 0.

[0125] like Figure 6 As shown, in the deviation compensation control method of this embodiment 1, before S200, the following steps are included:

[0126] S100: Determine whether deviation compensation is enabled;

[0127] If enabled, execute S200 to determine the status information of the differential power steering;

[0128] If disabled, then execute S200': then control the vehicle's movement through the vehicle controller.

[0129] like Figure 7 As shown, in the deviation compensation control method of this embodiment 1, step S100 includes:

[0130] S110: Determine whether the vehicle is in a straight-ahead state; if not, return to step S110; if yes, proceed to step S120.

[0131] S120: Determine whether the deviation compensation is enabled;

[0132] If so, execute S200: Determine the status information of the differential power steering;

[0133] If not, then S130: Determine whether the driver's hand strength has reached the preset hand strength threshold;

[0134] If the preset hand strength threshold is reached, then S140: Determine whether the timer for reaching the hand strength threshold has reached the preset time;

[0135] If the preset time is reached, then S150: enable the deviation compensation and execute S200: determine the status information of the differential power steering.

[0136] First, proceed to step S110 to determine if the vehicle is traveling straight. If not, return to step S110; if yes, proceed to step S120. The conditions for determining whether the vehicle is traveling straight are as follows:

[0137] (1) Vehicle speed ≥ u0;

[0138] (2) Steering wheel angle ≤ δ0 and steering wheel speed ≤

[0139] (3) Longitudinal acceleration ≤ a x0 ;

[0140] (4) Lateral acceleration ≤ a y0 ;

[0141] (5) Vehicle center of gravity yaw rate ≤ ω r0 .

[0142] Only when all five conditions mentioned above are met is the vehicle determined to be traveling straight. Among these, u0, δ0, ... a x0 a y0 ω r0 These are the vehicle speed threshold, steering wheel angle threshold, steering wheel speed threshold, longitudinal acceleration threshold, lateral acceleration threshold, and yaw rate threshold.

[0143] Step S120 determines whether deviation compensation is enabled. If yes, proceed to step S200; otherwise, proceed to step S130.

[0144] Step S130: Determine whether the driver's hand strength reaches the hand strength threshold T. h0 If not, return to step S110; if yes, proceed to step S140.

[0145] Step S140: The driver's hand force is greater than the hand force threshold T. h0 Start timing. When the timing time is greater than the time threshold t, proceed to step S150; otherwise, return to step S110.

[0146] Step S150 sends a deviation compensation enable signal, enters S200, and returns to step S110 to start a new round of deviation compensation enable judgment.

[0147] Example 2

[0148] like Figure 8 As shown, Embodiment 2 of this application discloses a deviation compensation assist system, comprising a control module 11, a main compensation module 12, and a secondary compensation module 13 that communicate with each other.

[0149] Among them, the control module 11 is used to determine the status information of differential power steering; when differential power steering is effective, the main compensation module 12 is used to control the differential power steering through the control module 11 to perform deviation compensation; when differential power steering fails, the auxiliary compensation module 13 is used to control the electric power steering through the control module 11 to perform deviation compensation.

[0150] In the deviation compensation assist system of this embodiment 2, the control module 11 is connected to the drive motors 14 of the four wheels of the vehicle and to the steering assist motor 16 connected to the steering gear 15 of the vehicle; when the main compensation module 12 is activated, the control module 11 controls the four drive motors 14 to perform deviation compensation; when the secondary compensation module 13 is activated, the control module 11 controls the steering assist motor 16 to perform deviation compensation.

[0151] like Figure 9 As shown, the lane departure compensation assist system in Embodiment 2 is mainly applied to straight-line driving scenarios to compensate for the driver's hand force. This dual-redundant lane departure compensation assist system mainly consists of a motor control unit (MCU) (i.e., control module 11), differential power steering (i.e., main compensation module 12), and electric power steering (i.e., auxiliary compensation module 13). The differential power steering (i.e., main compensation module 12) and electric power steering (i.e., auxiliary compensation module 13) form a main / auxiliary redundant lane departure compensation system. The differential power steering controls the lane departure compensation by controlling the drive motors 14 of the four wheels, while the electric power steering controls the steering assist motor 16. Information can be exchanged between the differential power steering, the electric power steering, and the motor controller. The differential power steering and the electric power steering send the drive torque commands of the four drive motors 14 and the torque commands of the steering assist motor 16 to the motor controller, which then controls the drive motors 14 and the steering assist motor 16 to compensate for the driver's hand force.

[0152] Example 3

[0153] like Figure 10As shown, Embodiment 3 of this application discloses an electronic device, including an on-board electronic control system 10, a signal acquisition and prediction module 20, and an execution device 30. The on-board electronic control system 10 has the deviation compensation assist system of Embodiment 2 of this application. The signal acquisition and prediction module 20 has a plurality of vehicle state sensors for measuring vehicle state parameters. The execution device 30 has a drive motor and a steering assist motor of Embodiment 2 of this application.

[0154] The signal acquisition and prediction module 20 sends multiple vehicle status parameters acquired by multiple vehicle status sensors to the vehicle electronic control system 10. The vehicle electronic control system 10 controls the drive motor and steering assist motor according to the multiple vehicle status parameters, so that the electronic equipment executes the deviation compensation control method as in Example 1.

[0155] Specifically, the electronic device in this embodiment 3 mainly comprises three parts: an on-board electronic control system 10, a signal acquisition and prediction module 20, and an execution device 30. The on-board electronic control system 10 mainly includes electric power steering (i.e., the secondary compensation module 13), a vehicle control unit (VCU), and a motor controller (i.e., the control module 11). The control logic for differential power steering is generally placed in the vehicle control unit, i.e., the vehicle control unit has a main compensation module 12. The signal acquisition and prediction module 20 mainly includes vehicle speed estimation, yaw rate sensors, steering wheel angle sensors, steering wheel torque sensors, longitudinal acceleration sensors, and other vehicle status sensors and vehicle parameters. The execution device 30 mainly includes a drive motor 14 and a power steering motor 16. (Combined with...) Figure 9 The signal acquisition and prediction module 20 transmits vehicle speed, steering wheel angle, driver's hand force (steering wheel torque), yaw rate, and other vehicle status information to the on-board electronic control system 10. Within the on-board electronic control system 10, the differential power steering, electric power steering, and motor controllers interact to determine the system for deviation compensation control: if differential power steering requires deviation compensation control, the power steering motor torque is set to 0, and the drive motor torque is further calculated; if electric power steering requires deviation compensation control, the drive motor torque and power steering motor torque are calculated separately. Finally, the on-board electronic control system 10 sends drive motor torque commands and power steering motor torque commands to the drive motor 14 and power steering motor 16, respectively, to the actuators 30, thereby achieving effective vehicle control.

[0156] Example 4

[0157] Embodiment 4 of this application also provides a computer-readable storage medium including program instructions that, when executed on a computer device, cause the computer device to perform the deviation compensation control method as described in the first aspect.

[0158] Compared with the prior art, this technical solution has at least the following beneficial effects:

[0159] The lane deviation compensation assist system and control method disclosed in this application compensates for lane deviation by using differential power steering, which effectively reduces the occurrence of prolonged motor stalling, reduces the risk of motor failure, and mitigates the degree of motor performance degradation. Compensation by differential power steering can expand the range of manual force required for compensation. Redundant backup of the differential power steering and electric power steering main / auxiliary systems can reduce the probability of lane deviation compensation failure and improve vehicle driving safety. Long-term compensation and short-term compensation are performed in parallel, which can compensate for lane deviation caused by both external factors and vehicle-related factors.

[0160] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product. A computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid-state disk).

[0161] In the above embodiments, the processor may include, for example, a central processing unit (CPU), a microprocessor, a microcontroller, or a digital signal processor. It may also include a graphics processing unit (GPU), a neural-network processing unit (NPU), and an internet service provider (ISP). The processor may further include necessary hardware accelerators or logic processing hardware circuits, such as an application-specific integrated circuit (ASIC), or one or more integrated circuits for controlling the execution of the program in this application. Furthermore, the processor may have the function of operating one or more software programs, which may be stored in memory.

[0162] The memory can be a read-only memory (ROM), other types of static storage devices that can store static information and instructions, random access memory (RAM), or other types of dynamic storage devices that can store information and instructions. It can also be an electrically erasable programmable read-only memory (EEPROM), a compact disc read-only memory (CD-ROM) or other optical disc storage, optical disc storage (including compressed optical discs, laser discs, optical discs, digital universal optical discs, Blu-ray discs, etc.), a magnetic disk storage medium, or other magnetic storage devices. Alternatively, it can be any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer.

[0163] In this application embodiment, "at least one" refers to one or more, and "more than one" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent the existence of A alone, the simultaneous existence of A and B, or the existence of B alone. A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one of the following" and similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, and c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple.

[0164] Those skilled in the art will recognize that the units and algorithm steps described in the embodiments disclosed herein can be implemented using electronic hardware, computer software, or a combination of electronic hardware and software. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0165] Those skilled in the art will clearly 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.

[0166] In the several embodiments provided in this application, any function, if implemented as a software functional unit and sold or used as an independent product, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, essentially, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory, random access memory, magnetic disks, or optical disks. The above descriptions are merely specific embodiments 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 scope of the technology 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 method for misalignment compensation and control, characterized in that, include: Determine the status information of the differential power steering; When the differential power steering is effective, deviation compensation is performed through the differential power steering; When the differential power steering fails, the deviation is compensated by electric power steering; Before determining the status information of the differential power steering, the following steps are included: Determine whether deviation compensation is enabled; If enabled, the differential power steering status information will be determined. If disabled, the vehicle's movement is controlled via the vehicle controller; The steps for determining whether deviation compensation is enabled include: Determine whether the vehicle is traveling straight; If so, determine whether the deviation compensation is enabled; If so, then execute the judgment to determine the status information of the differential power steering; If not, determine whether the driver's hand strength has reached the preset hand strength threshold; If the preset hand strength threshold is reached, it is determined whether the timing for reaching the hand strength threshold has reached the preset time. If the preset time is reached, the deviation compensation is enabled, and the differential power steering status information is determined.

2. The deviation compensation control method according to claim 1, characterized in that, The steps for compensating for deviation by using differential power steering include: The total differential assist torque is calculated iteratively, causing the driver's hand force to gradually approach 0; Calculate the two front-wheel drive torques based on the total differential assist torque; Based on the total differential assist torque, yaw compensation control is applied to the vehicle to control the additional yaw moment of the vehicle to be 0, and the driving torque of the two rear wheels is calculated.

3. The deviation compensation control method according to claim 2, characterized in that, The step of iteratively calculating the total differential assist torque to gradually reduce the driver's hand force to zero includes: The short-time differential assist torque is calculated based on the driver's hand strength and the external causes that cause the vehicle to veer off course. Calculate the long-time differential power assist torque based on the driver's hand strength and the internal causes of vehicle deviation; The sum of the short-time differential assist torque and the long-time differential assist torque is calculated to obtain the total differential assist torque that compensates for the driver's hand force; The total differential assist torque is calculated iteratively, causing the driver's hand force to gradually approach 0.

4. The deviation compensation control method according to claim 1, characterized in that, The steps for compensating for wheel slippage using electric power steering include: The driving torque of each of the four wheels is calculated separately, and the vehicle is controlled to yaw compensation, so that the additional yaw moment of the vehicle is 0. Based on the condition that the additional yaw moment is 0, the total torque of the power steering motor is iteratively calculated to gradually reduce the driver's hand force to 0.

5. The deviation compensation control method according to claim 4, characterized in that, The step of iteratively calculating the total torque of the power steering motor to gradually reduce the driver's hand force to zero, based on the condition that the additional yaw moment is zero, includes: The short-term torque of the power steering motor is calculated based on the driver's hand strength and the external causes that cause the vehicle to veer off course. The long-term torque of the power steering motor is calculated based on the driver's hand strength and the internal causes of vehicle deviation. The sum of the short-time torque and the long-time torque of the power steering motor is calculated to obtain the total torque of the power steering motor that compensates for the driver's hand force. The total torque of the power steering motor is calculated iteratively, so that the driver's hand force gradually approaches 0.

6. A lane deviation compensation and assistance system, characterized in that, include: The control module, main compensation module, and secondary compensation module communicate with each other; The control module is used to determine the status information of the differential power steering. When the differential power steering is effective, the main compensation module is used to control the differential power steering through the control module to perform deviation compensation; When the differential power steering fails, the auxiliary compensation module is used to control the electric power steering to compensate for the deviation through the control module; The control module is also used to determine whether deviation compensation is enabled; if enabled, it performs a judgment on the status information of differential power steering; if not enabled, it controls the vehicle's movement through the vehicle controller. The control module is also used to determine whether the vehicle is traveling straight. If so, determine whether the deviation compensation is enabled; If yes, then the differential power steering status information is determined; if no, then it is determined whether the driver's hand force has reached a preset hand force threshold; if the preset hand force threshold is reached, then it is determined whether the timer for reaching the hand force threshold has reached a preset time. If the preset time is reached, the deviation compensation is enabled, and the differential power steering status information is determined.

7. The deviation compensation assist system according to claim 6, characterized in that, The control module is connected to the drive motors of the four wheels of the vehicle and to the power steering motor connected to the vehicle's steering gear. When the main compensation module is activated, the control module controls the four drive motors to perform deviation compensation. When the secondary compensation module is activated, the control module controls the power steering motor to perform deviation compensation.

8. An electronic device, characterized in that, The system includes an onboard electronic control system, a signal acquisition and prediction module, and an execution device. The onboard electronic control system has a lane deviation compensation and assist system as described in claim 7. The signal acquisition and prediction module has multiple vehicle state sensors for measuring vehicle state parameters. The execution device has a drive motor and a steering assist motor as described in claim 7. The signal acquisition and prediction module sends multiple vehicle state parameters acquired by the multiple vehicle state sensors to the vehicle electronic control system. The vehicle electronic control system controls the drive motor and the steering assist motor according to the multiple vehicle state parameters, so that the electronic device executes the deviation compensation control method as described in any one of claims 1-5.

9. A computer-readable storage medium comprising program instructions, characterized in that, When the program instructions are executed on a computer device, the computer device performs the deviation compensation control method as described in any one of claims 1-5.

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