EPS control method and device based on torque fluctuation compensation, equipment and storage medium

Abstract

This invention belongs to the field of vehicle control technology and discloses an EPS control method, device, storage medium, and equipment based on torque fluctuation compensation. The method includes the following steps: acquiring the output torque of a torque sensor; determining the steering wheel inertia compensation torque, steering column damping compensation torque, and torque fluctuation compensation coefficient; establishing a dynamic model of torque transmission; and determining the steering wheel input torque based on the torque sensor output torque, steering wheel inertia compensation torque, steering column damping compensation torque, torque fluctuation compensation coefficient, and the torque transmission dynamic model. This invention suppresses large torque fluctuations by adjusting the output torque of the torque sensor to compensate for fluctuations, resulting in smoother power steering motor current output and more stable steering feedback. Furthermore, by comprehensively considering and compensating for steering wheel inertia and steering column damping factors, the calculated steering wheel input torque more accurately reflects the torque actually applied to the steering wheel by the driver.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to an EPS control method, device, equipment and storage medium based on torque fluctuation compensation. Background Technology

[0002] In automotive systems, the EPS (Electric Power Steering) system uses vehicle speed signals and the torque signal from the driver's input to the steering wheel. The control unit then uses the power steering motor to generate an auxiliary force of appropriate magnitude and direction to assist the driver in steering. In the EPS system, the torque signal from the driver's input to the steering wheel is typically detected by a torque sensor. As a crucial device for detecting torque signals, the torque sensor transmits a torque signal to the control unit that directly affects the output of the power steering motor and thus the power steering characteristics of the EPS system. However, the torque output from the torque sensor often does not accurately reflect the steering wheel input torque.

[0003] In an EPS (Electric Power Steering) system, the torque applied by the driver to the steering wheel is transmitted to the torque sensor via the steering column. During this torque transmission, deviations can occur due to the steering wheel's rotational inertia and the steering column's damping. The control unit typically performs various compensation processes based on the inherent characteristics of the steering system, such as inertia compensation, damping compensation, and friction compensation. These compensations aim to eliminate hysteresis and instability issues caused by the mechanical mechanisms.

[0004] On the other hand, the layout of the steering column can cause torque fluctuations in the torque sensor's output torque. The angular differences between the multiple shafts within the steering column and the arrangement of the universal joints both contribute to a non-linear torque relationship. This torque fluctuation results in inconsistent steering effort, affecting the driver's control of the steering wheel.

[0005] To eliminate or reduce torque ripple, existing solutions generally fall into two categories. One approach involves optimizing the structural layout by establishing a model of the EPS system. In this model, the torque transmission path from the steering wheel to the torque sensor is typically simplified. Based on this EPS system model, torque ripple characteristics are calculated, and spatial layout conditions are optimized according to the torque ripple values. For example, in the paper "Hardpoint Optimization Design of Steering Column Based on Adams Virtual Prototype," target analysis is used to optimize the length, layout angle, and phase angle of the steering column, and the optimized solution is verified through torque ripple analysis. In the paper "Torque Ripple Optimization Analysis of Automotive Steering System Based on Adams / Car," the relationship between steering torque and steering angle transmission ratio is analyzed. Adams / Car is used to perform K&C simulation and experimental verification on a vehicle's steering system. Based on the verified model, DOE analysis and optimization of steering ratio ripple are performed, and finally, the optimized solution with the minimum torque ripple is determined through real-vehicle verification.

[0006] In the steering systems of existing vehicles, the hardpoint arrangement is usually not changed once it is determined. Furthermore, the above-mentioned optimization methods for structural arrangement can only reduce the torque fluctuation of the torque sensor output torque, but cannot eliminate this torque fluctuation.

[0007] Another approach is through a drive-by-wire EPS system, which eliminates the physical contact between the steering wheel and the torque sensor. The road sensor motor directly drives the steering column, eliminating any spatial angular difference between the column and the steering wheel. This eliminates the discrepancy between the input torque and the output torque, resolving torque fluctuation issues caused by spatial arrangement. Drive-by-wire systems are still in the research stage, with current challenges focusing on controlling the road sensor motor. While torque fluctuations can be eliminated, the corresponding technology is not yet mature, resulting in high production costs. Summary of the Invention

[0008] In view of the above-mentioned defects or improvement needs of the existing technology, the present invention proposes an EPS control method, device, equipment and storage medium based on torque fluctuation compensation.

[0009] To achieve this objective, the present invention adopts the following technical solution:

[0010] According to one aspect of the present invention, an EPS control method based on torque ripple compensation is provided, comprising the following steps:

[0011] Obtain the output torque from the torque sensor;

[0012] Determine the steering wheel inertia compensation torque, steering column damping compensation torque, and torque fluctuation compensation coefficient;

[0013] A dynamic model for torque transmission is established, and the steering wheel input torque is determined based on the torque output from the torque sensor, the steering wheel inertia compensation torque, the steering column damping compensation torque, the torque fluctuation compensation coefficient, and the dynamic model for torque transmission.

[0014] Furthermore, the steps of determining the steering wheel inertia compensation torque, the steering column damping compensation torque, and the torque fluctuation compensation coefficient include:

[0015] The steering wheel inertia compensation torque is determined based on the steering wheel's moment of inertia and the angular acceleration from the torque sensor.

[0016]

[0017] Where T1 is the steering wheel inertia compensation torque, and J is the steering wheel moment of inertia. This refers to the angular acceleration of the torque sensor.

[0018] Furthermore, determining the steering wheel inertia compensation torque based on the steering wheel's moment of inertia and the angular acceleration of the torque sensor also includes the following steps:

[0019] Obtain the angular velocity output from the torque sensor;

[0020] The angular acceleration of the torque sensor is determined based on the angular velocity output by the torque sensor.

[0021] Furthermore, the steps of determining the steering wheel inertia compensation torque, the steering column damping compensation torque, and the torque fluctuation compensation coefficient also include:

[0022] The damping compensation torque of the steering column is determined based on the damping compensation coefficient of the steering column and the angular velocity output by the torque sensor:

[0023]

[0024] Where T2 is the steering column damping compensation torque, n is the number of steering column center shafts, and B i Let be the damping compensation coefficient for the i-th tubing. The torque sensor outputs angular velocity.

[0025] Furthermore, the steps of determining the steering wheel inertia compensation torque, the steering column damping compensation torque, and the torque fluctuation compensation coefficient also include:

[0026] Obtain the output angle of the torque sensor;

[0027] Determine the first mapping relationship between the torque fluctuation compensation coefficient and the period angle;

[0028] Determine a second mapping relationship between the output angle of the torque sensor and the period angle;

[0029] The torque fluctuation compensation coefficient is determined based on the first mapping relationship, the second mapping relationship, and the output angle of the torque sensor.

[0030] Furthermore, the first mapping relationship is determined by measuring the fluctuation value of the torque output by the torque sensor.

[0031] Furthermore, the second mapping relationship between the torque sensor output angle and the period angle is determined through modulus calculation. Furthermore, the dynamic model of torque transmission is as follows:

[0032] T h =A·(T) I +T1+T2);

[0033] Among them, T h The input torque to the steering wheel is A, where A is the torque ripple compensation coefficient, and T is T. IThe torque sensor outputs torque.

[0034] According to another aspect of the present invention, an EPS control device based on torque ripple compensation is provided, comprising:

[0035] The first module is used to acquire the torque output of the torque sensor, the angle output of the torque sensor, and the angular velocity output of the torque sensor.

[0036] The second module is used to determine the steering wheel inertia compensation torque, steering column damping compensation torque, and torque fluctuation compensation coefficient, and to determine the steering wheel input torque based on the dynamic model of torque transmission.

[0037] The third module is used to transmit the steering wheel input torque to the control unit.

[0038] According to another aspect of the present invention, an electronic device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor loads and executes the computer program to implement the EPS control method based on torque ripple compensation.

[0039] According to another aspect of the present invention, a computer-readable storage medium is provided, wherein a computer program is stored therein, the computer program being loaded and executed by a processor to implement the EPS control method based on torque ripple compensation.

[0040] The beneficial effects of this invention are as follows: This invention obtains the output torque of a torque sensor, determines the steering wheel inertia compensation torque, the steering column damping compensation torque, and the torque fluctuation compensation coefficient, and establishes a dynamic model for torque transmission. Based on the torque sensor output torque, the steering wheel inertia compensation torque, the steering column damping compensation torque, the torque fluctuation compensation coefficient, and the dynamic model of torque transmission, the steering wheel input torque is determined. This invention suppresses large torque fluctuations by adjusting the fluctuation compensation of the torque sensor output torque, resulting in smoother power steering motor current output and more stable steering feedback. This invention also comprehensively considers factors such as steering wheel inertia, steering column damping, and torque sensor output torque fluctuations. Based on the dynamic model, it analyzes each factor and makes corresponding compensation adjustments, making the calculated steering wheel input torque more reflective of the torque actually applied to the steering wheel by the driver.

[0041] Additional aspects and advantages of this application will be set forth in part in the description which follows, and will become apparent from the description or may be learned by practice of this application. Attached Figure Description

[0042] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0043] Figure 1 This is a flowchart of the EPS control method in an embodiment of the present invention;

[0044] Figure 2 This is a schematic diagram of the steering column in an embodiment of the present invention;

[0045] Figure 3 This is a projection diagram of the double universal joint in an embodiment of the present invention;

[0046] Figure 4 This is a graph showing the fluctuation of the torque output from the torque sensor in an embodiment of the present invention.

[0047] Figure 5 This is a schematic diagram of the first mapping relationship in an embodiment of the present invention;

[0048] Figure 6 This is a schematic diagram of the second mapping relationship in an embodiment of the present invention;

[0049] Figure 7 This is a schematic diagram of the EPS control device in an embodiment of the present invention;

[0050] Figure 8 This is a schematic diagram of the structure of the electronic device in an embodiment of the present invention. Detailed Implementation

[0051] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0052] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0053] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0054] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0055] This embodiment provides an EPS control method based on torque fluctuation compensation, which is applied to an EPS control system.

[0056] In an EPS system, the control unit uses signals such as steering wheel torque, steering wheel angle, and vehicle speed collected by sensors to control the power steering motor to generate steering assistance. The torque sensor, as a crucial component of the EPS system, directly affects the system's power steering characteristics.

[0057] As the performance requirements of EPS systems gradually increase, torque sensors are evolving from providing a single torque signal to providing composite torque and angle signals. In EPS systems, torque sensors can be categorized according to their measurement principles, including: potentiometer type, optical type, inductive type, electromagnetic type, and Hall effect IC type.

[0058] Specifically, potentiometer-type torque sensors measure torque by converting the deformation of a torsion bar into a change in the potentiometer's resistance, and then measuring the change in the potentiometer's output voltage. Motor-position torque sensors are inexpensive, but they use contact-based detection, resulting in a short lifespan and high maintenance costs.

[0059] Optical torque sensors detect the magnitude and direction of torque by measuring the output voltage signal caused by the torsional deformation of a torsion bar, which in turn causes a change in the photodiode. Optical torque sensors offer high measurement accuracy, fast response speed, immunity to electromagnetic interference, and minimal temperature influence. However, their internal structure requires high precision in manufacturing, the lifespan of the light source is a primary factor, and strict sealing during installation is essential.

[0060] In an inductive torque sensor, the deformation of the torsion bar causes a change in the magnetic flux density. This change in inductance is converted into a voltage signal by a magnetic flux detection coil, thereby detecting the magnitude and direction of the torque. Inductive torque sensors are resistant to wear, highly reliable, have a long lifespan, and offer moderate accuracy. However, due to the presence of internal magnetic components, they are significantly affected by temperature.

[0061] Electromagnetic torque sensors have a simple structure, are easy to integrate, and do not require additional magnetic materials. Hall effect torque sensors are mainly made using the Hall effect principle, offering high measurement accuracy and ease of integration.

[0062] In EPS systems, the steering column is divided into two-section steering column and three-section steering column.

[0063] The two-stage shaft steering column includes an input shaft and an output shaft connected by a universal joint. The input shaft is rotatably connected to the steering wheel, and the output shaft is connected to a torque sensor.

[0064] Compared to a two-shaft steering column, a three-shaft steering column adds an intermediate shaft, with its two ends rotatably connected to the input shaft and output shaft respectively via universal joints.

[0065] The EPS control method provided in this embodiment is not limited to EPS systems that use any of the torque sensors and steering columns mentioned above.

[0066] The flowchart of the EPS control method based on torque ripple compensation in this embodiment is as follows: Figure 1 As shown, S10: Obtain the output torque of the torque sensor;

[0067] S20. Determine the steering wheel inertia compensation torque, steering column damping compensation torque, and torque fluctuation compensation coefficient.

[0068] S30. Establish a dynamic model for torque transmission. Based on the torque sensor output torque, steering wheel inertia compensation torque, steering column damping compensation torque, torque fluctuation compensation coefficient, and the dynamic model for torque transmission, determine the steering wheel input torque.

[0069] This embodiment uses a torque sensor with dual signal outputs of torque and angle.

[0070] Step S20 includes steps S201-S204:

[0071] S201, Obtain the angular velocity output by the torque sensor;

[0072] S202. Determine the angular acceleration of the torque sensor based on the angular velocity output by the torque sensor.

[0073] S203. Determine the steering wheel inertia compensation torque based on the steering wheel's moment of inertia and the angular acceleration from the torque sensor:

[0074]

[0075] S204. Determine the steering column damping compensation torque based on the steering column damping compensation coefficient and the angular velocity output by the torque sensor:

[0076]

[0077] Where T1 is the steering wheel inertia compensation torque, and J is the steering wheel moment of inertia. T1 is the angular acceleration of the torque sensor, T2 is the steering column damping compensation torque, n is the number of steering column center shafts, and B is the torque of the torque sensor. i Let be the damping compensation coefficient for the i-th tubing. The torque sensor outputs angular velocity.

[0078] Specifically, in this embodiment, step S202 determines the angular acceleration of the torque sensor by performing differential calculation on the output angular velocity of the torque sensor.

[0079] As a feasible implementation method, the steering wheel rotational inertia J in step S203 can be determined by simulation calculation. Specifically, according to the principle of rigid body dynamics, the steering wheel rotational inertia is determined by the product of calculus.

[0080] As a feasible implementation method, the steering wheel moment of inertia J can also be determined based on actual vehicle testing. For example, the steering wheel moment of inertia can be experimentally determined using a steering wheel moment of inertia measuring device.

[0081] In step S204, the damping compensation coefficient B of the i-th tubing is... i It can be determined through simulation calculations, through real vehicle testing, or through existing car model parameters.

[0082] Simplified models of the steering wheel, steering column, and torque sensor in the EPS system are established. The XOZ plane projection diagrams of the two-stage axle steering column and the three-stage axle steering column are shown below. Figure 2 As shown in the diagram, in the coordinate system, the Y plane is the longitudinal symmetry plane of the vehicle, the Z plane is a set of planes perpendicular to the Y plane and parallel to the ground plane, and the X plane is a set of planes perpendicular to the Y plane and simultaneously perpendicular to the Z plane.

[0083] Further, see Figure 2 In the diagram, 1 is the steering wheel, 2 is the input shaft, 3 is the output shaft, 4 is the universal joint, 5 is the torque sensor, and 6 is the intermediate shaft.

[0084] In this embodiment, the universal joint in the steering column is a cross-shaped universal joint.

[0085] In a two-axis steering column, the angle between the input and output shafts causes fluctuations in torque transmission. Furthermore, the non-uniform velocity characteristics of the universal joint itself exacerbate these torque fluctuations. In a three-axis steering column, spatial angle differences exist between the multiple column segments, and there are also spatial angle differences between the shift fork axes of the dual universal joints. These spatial angle differences all lead to a non-linear relationship between the steering wheel input torque and the torque sensor output torque.

[0086] It is understandable that, in a three-section axle steering column, due to spatial arrangement, there is a spatial angle difference between the double cross-shaped universal joints.

[0087] Furthermore, the projection diagram of the double cross-shaped universal joint of the three-section steering column is as follows: Figure 3 As shown, the fork axis 1 and the fork axis 2 form an angle.

[0088] Furthermore, in a two-stage axle steering column, the formula for calculating the steering column damping compensation torque is as follows:

[0089]

[0090] Wherein, T′2 is the damping compensation torque of the two-stage axle steering column, B′1 is the damping compensation coefficient of the first column in the two-stage axle steering column. In this embodiment, the first column in the two-stage axle steering column is the output shaft of the two-stage axle steering column, and B′2 is the damping compensation coefficient of the second column in the two-stage axle steering column. In this embodiment, the second column in the two-stage axle steering column is the output shaft of the two-stage axle steering column.

[0091] In a three-section axle steering column, the formula for calculating the steering column damping compensation torque is:

[0092]

[0093] Wherein, T″2 is the damping compensation torque of the three-section steering column, B″1 is the damping compensation coefficient of the first column of the three-section steering column. In this embodiment, the first column of the three-section steering column is the output shaft of the three-section steering column, B″2 is the damping compensation coefficient of the second column of the three-section steering column. In this embodiment, the second column of the three-section steering column is the output shaft of the three-section steering column, and B″3 is the third column of the three-section steering column. In this embodiment, the third column of the three-section steering column is the intermediate shaft of the three-section steering column.

[0094] Step S20 also includes steps S211-S214 for determining the torque ripple compensation coefficient:

[0095] S211, Obtain the output angle of the torque sensor;

[0096] S212. Determine the first mapping relationship between the torque fluctuation compensation coefficient and the period angle;

[0097] S213. Determine the second mapping relationship between the output angle of the torque sensor and the period angle;

[0098] S214. Determine the torque fluctuation compensation coefficient based on the first mapping relationship, the second mapping relationship, and the output angle of the torque sensor.

[0099] In this embodiment, the second mapping relationship between the torque compensation coefficient and the period angle is determined by measuring the fluctuation value of the torque output by the torque sensor.

[0100] The torque sensor outputs a torque fluctuation value that is a periodic function of the steering wheel angle, and the minimum positive period of this periodic function is related to the number of steering columns.

[0101] Specifically, in a two-stage axle steering column, the minimum positive period of this periodic function is 360 degrees. In a three-stage axle steering column, the minimum positive period of this periodic function is 180 degrees.

[0102] The height of the steering wheel affects the fluctuation of the torque output value of the torque sensor.

[0103] Specifically, for a vehicle with a three-section shaft steering column, the relationship between the fluctuation value of the torque sensor output torque and the steering wheel angle is calculated as follows: Figure 4 As shown.

[0104] See Figure 4 The extreme values ​​of fluctuation differ depending on the steering wheel's height. The extreme value of fluctuation is greatest when the steering wheel is at a low position.

[0105] Different car models have different angles, resulting in different torque fluctuation values ​​output by the torque sensor. Therefore, a corresponding torque compensation coefficient needs to be designed based on the fluctuation value.

[0106] In step S212, the first mapping relationship between the torque fluctuation compensation coefficient and the period angle is determined.

[0107] As a feasible implementation method, a model can be created using the steering wheel, steering column, and torque sensor. Based on the hard point data and spatial angle relationships of the model, a spatial coordinate transformation calculation can be performed in EXCEL to determine the value of the torque fluctuation compensation coefficient within one cycle.

[0108] As a feasible implementation method, a fine model of the steering column can be built in 3D modeling software, and the value of the torque fluctuation compensation coefficient within a cycle can be determined through motion measurement function.

[0109] Furthermore, for a two-stage axle steering column, step S212 can determine the first mapping relationship between the torque fluctuation compensation coefficient and the period angle when the period angle range is 0-360 degrees. For a three-stage axle steering column, step S212 can determine the first mapping relationship between the torque fluctuation compensation coefficient and the period angle when the period angle range is 0-180 degrees.

[0110] Specifically, see Figure 5 This embodiment provides a graph showing the values ​​of the torque fluctuation compensation coefficient for a certain vehicle model within a fluctuation cycle. It can be understood that the EPS system of this vehicle model uses a three-segment shaft steering column.

[0111] In step S2013, a second mapping relationship between the torque sensor output angle and the period angle is determined.

[0112] The second mapping relationship between the output angle of the torque sensor and the period angle is determined by modulus calculation.

[0113] Specifically, based on the periodic variation characteristics of the torque fluctuation coefficient, the steering wheel angle is mapped to a periodic angle. The torque sensor output angle is the steering wheel angle value, so its range is ±600 degrees. The modulus calculation module in Simulink is used. By performing a modulus calculation on the torque sensor output angle, a second mapping relationship between the torque sensor output angle and the periodic angle is determined.

[0114] Specifically, see Figure 6 Based on simulation calculations, this embodiment provides a second mapping relationship between the output angle of the torque sensor and the period angle.

[0115] It is understandable that in step S214, the period angle is determined based on the output angle of the torque sensor and the second mapping relationship, and the torque fluctuation compensation coefficient is determined based on the period angle and the first mapping relationship.

[0116] The dynamic model for torque transmission in step S30 is as follows:

[0117] T h =A·(T) I +T1+T2);

[0118] Among them, T h The input torque to the steering wheel is A, where A is the torque ripple compensation coefficient, and T is T. I The torque sensor outputs torque.

[0119] Furthermore, for the EPS system with a two-stage axle steering column, the dynamic model for torque transmission is as follows:

[0120]

[0121] For an EPS system with a three-section steering column, the dynamic model for torque transmission is as follows:

[0122]

[0123] Among them, T′ h For the steering wheel input torque of the EPS system with a two-stage axle steering column, T″ h The steering wheel input torque for the EPS system with a three-section shaft steering column.

[0124] In this embodiment, compensation calculations are performed on each stage of torque transmission in the EPS system, including inertia compensation, damping compensation, and torque fluctuation compensation. These compensations eliminate problems such as hysteresis and instability fluctuations caused by mechanical structures and the system, making the calculated steering wheel input torque more accurately reflect the torque applied to the steering wheel by the driver. The control unit then calculates the steering wheel input torque T. h Controlling the power steering motor and feeding back to the steering wheel can optimize the feel and road feel of the EPS system.

[0125] As another aspect of the present invention, this embodiment also provides an EPS control device based on torque ripple compensation. Figure 7 This is a schematic diagram of the EPS control device based on torque fluctuation compensation provided in this embodiment.

[0126] The EPS control device based on torque fluctuation compensation provided in this embodiment acquires the output torque of the torque sensor and determines the steering wheel inertia compensation torque, steering column damping compensation torque, and torque fluctuation compensation coefficient. A dynamic model of torque transmission is established, and the steering wheel input torque is determined based on the torque sensor output torque, steering wheel inertia compensation torque, steering column damping compensation torque, torque fluctuation compensation coefficient, and the torque transmission dynamic model. This invention suppresses large torque fluctuations by adjusting the torque sensor output torque for fluctuation compensation, resulting in smoother power steering motor current output and more stable steering feedback. Furthermore, by comprehensively considering and compensating for steering wheel inertia and steering column damping factors, the calculated steering wheel input torque more accurately reflects the torque actually applied to the steering wheel by the driver.

[0127] like Figure 7 As shown, the EPS control device based on torque fluctuation compensation in this embodiment includes a first module 71, a second module 72, and a third module 73.

[0128] The first module 71 is used to obtain the current torque output of the torque sensor, the torque sensor output angle, and the torque sensor output angular velocity.

[0129] The second module 72 is used to determine the steering wheel inertia compensation torque, steering column damping compensation torque, and torque fluctuation compensation coefficient, and to determine the steering wheel input torque based on the dynamic model of torque transmission.

[0130] The third module 73 is used to transmit the steering wheel input torque to the control unit.

[0131] The EPS control device based on torque fluctuation compensation provided in this embodiment can also be a computer program (including program code) running on a computer device. For example, the EPS control device based on torque fluctuation compensation is an application program that can be used to execute the corresponding steps in the method provided in the embodiments of this application.

[0132] In some feasible implementations, the EPS control device based on torque fluctuation compensation provided in this embodiment can be implemented in a combination of hardware and software. As an example, the EPS control device based on torque fluctuation compensation in this embodiment can be a processor in the form of a hardware decoding processor, which is programmed to execute the EPS control method based on torque fluctuation compensation in this embodiment. For example, the processor in the form of a hardware decoding processor can be one or more application specific integrated circuits (ASICs), digital signal processors (DSPs), programmable logic devices (PLDs), complex programmable logic devices (CPLDs), field-programmable gate arrays (FPGAs), or other electronic components.

[0133] This embodiment also provides an electronic device. Figure 8 This is a schematic diagram of the electronic device in this embodiment, as shown below. Figure 8 As shown, the electronic device 800 in this embodiment may include a processor 801, a memory 802, and an input / output interface (I / O interface) 803.

[0134] The electronic device provided in this embodiment acquires the output torque of a torque sensor and determines the steering wheel inertia compensation torque, steering column damping compensation torque, and torque fluctuation compensation coefficient. It then establishes a dynamic model for torque transmission and determines the steering wheel input torque based on the torque sensor output torque, steering wheel inertia compensation torque, steering column damping compensation torque, torque fluctuation compensation coefficient, and the torque transmission dynamic model. This invention suppresses large torque fluctuations by adjusting the torque sensor output torque for fluctuation compensation, resulting in smoother power steering motor current output and more stable steering feedback. Furthermore, by comprehensively considering and compensating for steering wheel inertia and steering column damping factors, the calculated steering wheel input torque more accurately reflects the torque actually applied to the steering wheel by the driver.

[0135] The processor 801 is used to load and execute the device control application stored in the memory 802. The memory 802 is used to store various types of data, which may include, for example, instructions for any application or method to operate on the electronic device 800, as well as application-related data.

[0136] The memory 802 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk.

[0137] I / O interface 803 provides an interface between processor 801 and other interface modules, such as keyboards and buttons. These buttons can be virtual or physical buttons.

[0138] In some feasible implementations, the electronic device 800 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to execute the EPS control method based on torque ripple compensation in this embodiment.

[0139] This embodiment also provides a computer-readable storage medium storing a computer program, which is loaded and executed by a processor to implement the EPS control method based on torque fluctuation compensation in this application. The storage medium may include, but is not limited to, read-only memory (ROM), random access memory (RAM), magnetic disk, or optical disk.

[0140] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art will be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. An EPS control method based on torque ripple compensation, characterized in that, Includes the following steps: Obtain the output torque from the torque sensor; Determine the steering wheel inertia compensation torque, steering column damping compensation torque, and torque fluctuation compensation coefficient; A dynamic model for torque transmission is established, and the steering wheel input torque is determined based on the torque output torque of the torque sensor, the steering wheel inertia compensation torque, the steering column damping compensation torque, the torque fluctuation compensation coefficient, and the dynamic model for torque transmission. The steps for determining the steering wheel inertia compensation torque, the steering column damping compensation torque, and the torque fluctuation compensation coefficient also include: Obtain the output angle of the torque sensor; Determine the first mapping relationship between the torque fluctuation compensation coefficient and the period angle; Determine a second mapping relationship between the output angle of the torque sensor and the period angle; The torque fluctuation compensation coefficient is determined based on the first mapping relationship, the second mapping relationship, and the output angle of the torque sensor.

2. The EPS control method based on torque ripple compensation as described in claim 1, characterized in that, The steps for determining the steering wheel inertia compensation torque, the steering column damping compensation torque, and the torque fluctuation compensation coefficient include: The steering wheel inertia compensation torque is determined based on the steering wheel's moment of inertia and the angular acceleration from the torque sensor. ； in, To compensate for steering wheel inertia torque, The moment of inertia of the steering wheel. This refers to the angular acceleration of the torque sensor.

3. The EPS control method based on torque ripple compensation as described in claim 2, characterized in that, The determination of the steering wheel inertia compensation torque based on the steering wheel rotational inertia and the angular acceleration of the torque sensor also includes the following steps: Obtain the angular velocity output from the torque sensor; The angular acceleration of the torque sensor is determined based on the angular velocity output by the torque sensor.

4. The EPS control method based on torque ripple compensation as described in claim 3, characterized in that, The steps for determining the steering wheel inertia compensation torque, the steering column damping compensation torque, and the torque fluctuation compensation coefficient also include: The damping compensation torque of the steering column is determined based on the damping compensation coefficient of the steering column and the angular velocity output by the torque sensor: ； in, The torque is the damping compensation torque of the steering column, where n is the number of steering column center shafts. Let be the damping compensation coefficient for the i-th tubing. The torque sensor outputs angular velocity.

5. The EPS control method based on torque ripple compensation as described in claim 1, characterized in that, The first mapping relationship is determined by measuring the fluctuation value of the torque output by the torque sensor.

6. The EPS control method based on torque ripple compensation as described in claim 1, characterized in that, The second mapping relationship between the output angle of the torque sensor and the period angle is determined by modulus calculation.

7. The EPS control method based on torque ripple compensation as described in claim 4, characterized in that, The dynamic model for torque transmission is as follows: ； in, Input torque to the steering wheel, This is the torque ripple compensation coefficient. The torque sensor outputs torque.

8. An EPS control device based on torque ripple compensation, characterized in that, include: The first module is used to acquire the torque output of the torque sensor, the angle output of the torque sensor, and the angular velocity output of the torque sensor. The second module is used to determine the steering wheel inertia compensation torque, steering column damping compensation torque, and torque fluctuation compensation coefficient, and to determine the steering wheel input torque based on the dynamic model of torque transmission. The third module is used to transmit the steering wheel input torque to the control unit.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor loads and executes the computer program, it implements the EPS control method based on torque fluctuation compensation as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, which is loaded and executed by a processor to implement the EPS control method based on torque ripple compensation as described in any one of claims 1-7.

Images