A method, control device, and vehicle for controlling the steering angle of an electric power steering system.

Abstract

This invention discloses a steering angle control method, control device, and vehicle for an electric power steering system. The method is applied in the field of vehicle technology. The system includes a steering assembly, with a torsion bar connected between the steering assembly and a steering wheel. The steering wheel is located at the input end of the torsion bar, and the steering assembly is located at the output end of the torsion bar. The method includes: acquiring the current steering wheel angle and the current torsion bar output angle; verifying the current steering wheel angle and the current torsion bar output angle; determining the steering angle control level based on the verification result, and using the current torsion bar output angle as the final current steering wheel angle for steering angle control. This method enables the electric power steering system to acquire steering wheel angle information from multiple sources, thereby achieving true autonomous driving.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically, to a method, control device, and vehicle for controlling the steering angle of an electric power steering system in the field of vehicles. Background Technology

[0002] As the automotive industry moves towards intelligentization, autonomous vehicles have become a hot research topic in the field of vehicle engineering. The higher the level of vehicle intelligence, the more complex the electronic and electrical systems become, and the higher the requirements for autonomous driving are compared to previous levels. The national standard "Classification of Driving Automation for Automobiles" comprehensively considers multiple dimensions such as dynamic driving tasks, minimum risk strategies, and design operating range, and can classify the level of driving automation for automobiles from 0 to 5.

[0003] When executing steering angle commands from the Advanced Driving Assistant System (ADAS) controller, the Electric Power Steering (EPS) system needs to acquire the steering wheel angle during the power-on initialization phase and calculate the current steering wheel angle to control the vehicle's steering.

[0004] In related technologies, EPS only controls vehicle steering by acquiring steering wheel angle information. This steering wheel angle signal can only reach the ASILB level, which can be used for L2 level steering control, but cannot achieve L3 level steering control, and therefore cannot achieve true autonomous driving. Summary of the Invention

[0005] This invention aims to at least partially solve one of the technical problems in related technologies. To this end, the first objective of this invention is to propose a steering angle control method for an electric power steering system. This method involves acquiring the current steering wheel angle and the current torsion bar output angle, verifying the two angles, determining the steering angle control level based on the verification result, and using the current torsion bar output angle as the final current steering wheel angle for steering angle control. This allows the electric power steering system to acquire steering wheel angle information from multiple sources, thereby enabling true autonomous driving.

[0006] The second objective of this invention is to provide a steering angle control device for an electric power steering system.

[0007] The third objective of this invention is to provide a vehicle.

[0008] To achieve the above objectives, a first aspect of the present invention provides a steering angle control method for an electric power steering system. The system includes a steering assembly, a torsion bar connected between the steering assembly and a steering wheel, the steering wheel being located at the input end of the torsion bar, and the steering assembly being located at the output end of the torsion bar. The method includes: acquiring the current steering wheel angle and the current torsion bar output angle; verifying the current steering wheel angle and the current torsion bar output angle; determining the steering angle control level based on the verification result, and using the current torsion bar output angle as the final current steering wheel angle for steering angle control.

[0009] According to an embodiment of the present invention, the steering angle control method for an electric power steering system first acquires the current steering wheel angle and the current torsion bar output angle. Then, the current steering wheel angle and the current torsion bar output angle are verified. Finally, the steering angle control level is determined based on the verification results, and the current torsion bar output angle is used as the final current steering wheel angle for steering angle control. Therefore, this method enables the electric power steering system to acquire steering wheel angle information from multiple sources, thereby achieving true autonomous driving.

[0010] In addition, the steering angle control method of the electric power steering system according to the above embodiments of the present invention may also have the following additional technical features:

[0011] According to one embodiment of the present invention, the steering assembly includes a steering motor, and obtaining the current steering wheel angle includes: obtaining an initial steering wheel angle and a current steering motor angle; and determining the current steering wheel angle based on the initial steering wheel angle and the current steering motor angle.

[0012] According to one embodiment of the present invention, obtaining an initial steering wheel angle includes: receiving a steering wheel angle signal collected by a steering wheel angle sensor via a CAN bus; and determining the initial steering wheel angle based on the steering wheel angle signal.

[0013] According to one embodiment of the present invention, the steering assembly includes a steering motor, and obtaining the current torsion bar output end angle includes: obtaining an initial torsion bar output end angle and a current steering motor angle; and determining the current torsion bar output end angle based on the initial torsion bar output end angle and the current steering motor angle.

[0014] According to one embodiment of the present invention, obtaining the initial torsion bar output end rotation angle includes: obtaining a torsion bar output end rotation angle signal collected by a torque angle sensor based on the torsion bar output end; determining the initial torsion bar output end rotation angle based on the torsion bar output end rotation angle signal and a preset calibration signal; wherein the preset calibration signal is determined when aligning the torque angle sensor based on the mechanical center position of the steering wheel.

[0015] According to one embodiment of the present invention, the verification of the current steering wheel angle and the current torsion bar output angle includes: obtaining the deviation between the current steering wheel angle and the current torsion bar output angle; when the deviation is less than or equal to a preset deviation, the verification passes; when the deviation is greater than the preset deviation, the verification fails.

[0016] According to one embodiment of the present invention, the corner control level corresponding to the successful verification is greater than the corner control level corresponding to the failed verification.

[0017] According to one embodiment of the present invention, the method further includes: when either the current steering wheel angle or the current torsion bar output angle is not successfully acquired, the successfully acquired angle is taken as the final current steering wheel angle for angle control, and the angle control level is the same as the successfully acquired angle level.

[0018] To achieve the above objectives, a second aspect of the present invention provides a steering angle control device for an electric power steering system. The system includes a steering assembly, a torsion bar connected between the steering assembly and a steering wheel, with the steering wheel located at the input end of the torsion bar and the steering assembly located at the output end of the torsion bar. The device includes: an acquisition module for acquiring the current steering wheel angle and the current torsion bar output angle; a verification module for verifying the current steering wheel angle and the current torsion bar output angle; and a determination module for determining the steering angle control level based on the verification results, and using the current torsion bar output angle as the final current steering wheel angle for steering angle control.

[0019] According to an embodiment of the electric power steering system, the angle control device comprises an acquisition module for acquiring the current steering wheel angle and the current torsion bar output angle, a verification module for verifying the current steering wheel angle and the current torsion bar output angle, and a determination module for determining the angle control level based on the verification results, and using the current torsion bar output angle as the final current steering wheel angle for angle control. Therefore, this device enables the electric power steering system to acquire steering wheel angle information from multiple sources, thereby achieving true autonomous driving.

[0020] To achieve the above objectives, a third aspect of the present invention provides a vehicle including a memory, a processor, and a program stored in the memory and executable on the processor. When the processor executes the program, it implements the above-described method for controlling the steering angle of the electric power steering system.

[0021] According to the vehicle of the present invention, by executing the above-described electric power steering system angle control method, the electric power steering system can obtain steering wheel angle information from multiple sources, thereby achieving true autonomous driving.

[0022] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0023] Figure 1 A flowchart of an electric power steering system angle control method according to an embodiment of the present invention;

[0024] Figure 2 A flowchart of a steering angle control method for an electric power steering system according to a specific example of the present invention;

[0025] Figure 3 This is a block diagram of the steering angle control device of an electric power steering system according to an embodiment of the present invention;

[0026] Figure 4 This is a block diagram of a vehicle according to an embodiment of the present invention. Detailed Implementation

[0027] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0028] The higher the level of vehicle intelligence, the more complex the electronic and electrical systems become, and the higher the requirements for autonomous driving are compared to previous levels. The national standard "Classification of Driving Automation for Automobiles" comprehensively considers multiple dimensions such as dynamic driving tasks, minimum risk strategies, and design operating range, and classifies the level of driving automation for automobiles into levels 0-5.

[0029] Level 0 driving automation (emergency assistance) systems cannot continuously perform lateral or longitudinal motion control of the vehicle in dynamic driving tasks, but they have the ability to continuously perform partial target and event detection and response in dynamic driving tasks.

[0030] Level 1 driving automation (partial driving assistance) systems continuously perform lateral or longitudinal motion control of the vehicle in dynamic driving tasks under their design operating conditions, and have the ability to detect and respond to some targets and events in accordance with the lateral or longitudinal motion control of the vehicle being performed.

[0031] Level 2 driving automation (combined driving assistance) systems continuously perform lateral and longitudinal motion control of the vehicle in dynamic driving tasks under their design operating conditions, and have the ability to detect and respond to some targets and events in accordance with the lateral and longitudinal motion control of the vehicle being performed.

[0032] Level 3 driving automation (conditional automated driving) systems continuously perform all dynamic driving tasks under their designed operating conditions.

[0033] Level 4 driving automation (highly automated driving) systems continuously perform all dynamic driving tasks and automatically execute minimum risk strategies under their designed operating conditions.

[0034] The Level 5 driving automation (fully automated driving) system continuously performs all dynamic driving tasks and automatically executes the minimum risk strategy under any drivable conditions.

[0035] Currently, during the power-on initialization phase, EPS (Electric Power Steering) only obtains the steering wheel angle by acquiring it and calculating the current angle. This method relies on a single source of angle information, and the acquired steering wheel angle signal only reaches the ASILB level, suitable for L2-level steering control, but not L3-level, thus hindering true autonomous driving. Therefore, this application proposes a steering angle control method for an electric power steering system that diversifies the sources of steering wheel angle information, thereby enabling true autonomous driving.

[0036] The following description, with reference to the accompanying drawings, illustrates the steering angle control method, steering angle control device, and vehicle of the electric power steering system proposed in embodiments of the present invention.

[0037] Figure 1 This is a flowchart of a steering angle control method for an electric power steering system according to an embodiment of the present invention.

[0038] like Figure 1 As shown, the steering angle control method of the electric power steering system in this embodiment of the invention may include the following steps:

[0039] S1, obtain the current steering wheel angle and the current torsion bar output angle.

[0040] S2 verifies the current steering wheel angle and the current torsion bar output angle.

[0041] S3 determines the steering angle control level based on the verification results and uses the current torsion bar output angle as the final current steering wheel angle for steering angle control.

[0042] Specifically, in this invention, the electric power steering system may include a steering assembly, and a torsion bar is connected between the steering assembly and the steering wheel. The steering wheel is located on the input end side of the torsion bar, and the steering assembly is located on the output end side of the torsion bar. When the steering wheel is rotated, it drives the output end of the torsion bar to rotate, thereby sending the steering wheel rotation angle information to the steering assembly to control the vehicle's steering. To solve the problem of a single source for obtaining steering wheel angle information, the final steering wheel angle information can be determined by acquiring the current steering wheel angle and the current torsion bar output end angle and verifying them. For example, angle sensors installed at corresponding positions can be used to acquire angles at different positions. That is, when the steering wheel is rotated, due to the presence of the torsion bar, the steering wheel angle is different from the torsion bar output end angle. Therefore, after corresponding calculations, there may be a certain difference between the current steering wheel angle and the current torsion bar output end angle. The current steering wheel angle refers to the angle of the steering wheel's current position. For example, when the vehicle is powered on or in motion, the steering wheel can be at zero degrees when it is in the mechanical neutral position. When the steering wheel is in other positions, it can have a corresponding angle value.

[0043] After obtaining the current steering wheel angle and the current torsion bar output angle, these angles can be verified. This includes determining whether the current steering wheel angle or the current torsion bar output angle is valid, and whether the difference between the two angles is significant. Based on the verification results, the steering angle control level can be determined. Steering angle control levels can include ASILA, ASILB, ASILC, and ASILD levels. Different steering angle control levels enable different levels of autonomous driving functions. For example, an ASILB level steering angle control can be used for Level 2 steering angle control, while an ASILD level steering angle control can be used for Level 3 steering angle control.

[0044] Since the torsion bar output angle is closest to the angle value obtained by the steering assembly, after verifying the current steering wheel angle and the current torsion bar output angle, the current torsion bar output angle can be used as the final current steering wheel angle for angle control. For example, in autonomous driving, if radar or cameras determine that the current road conditions require a steering wheel angle of 20 degrees, and the current torsion bar output angle is used as the final current steering wheel angle, then the corresponding current information is determined based on this difference to control the motor's rotation, thus turning the steering wheel from 15 degrees to 20 degrees and completing the vehicle's autonomous driving.

[0045] Therefore, when the steering wheel is turned, by acquiring the current steering wheel angle and the current torsion bar output angle, the EPS obtains steering wheel angle information from multiple sources. Furthermore, the current steering wheel angle and the current torsion bar output angle are verified, and the angle control level is determined based on the verification results. The current torsion bar output angle is then used as the final current steering wheel angle for angle control, thereby achieving true autonomous driving.

[0046] The specific workflow of the steering angle control method of the electric power steering system of the present invention is described in detail below.

[0047] According to one embodiment of the present invention, the steering assembly includes a steering motor, and obtaining the current steering wheel angle includes: obtaining an initial steering wheel angle and a current steering motor angle; and determining the current steering wheel angle based on the initial steering wheel angle and the current steering motor angle.

[0048] Specifically, the steering assembly may include a steering motor. In the EPS (Electric Power Steering), the steering motor provides steering assistance. When the steering wheel is turned, the steering motor obtains a corresponding steering angle. When obtaining the current steering wheel angle, the initial steering wheel angle and the current steering motor angle are first obtained. Then, the current steering wheel angle can be determined based on these two angles. For example, leftward rotation of the steering wheel can be defined as positive, and rightward rotation as negative. If the initial steering wheel angle is 10 degrees, and the steering wheel rotates 5 degrees to the left, the current steering motor angle is determined to be 5 degrees. Therefore, the sum of the initial and current steering motor angles can be used to determine the current steering wheel angle as 15 degrees. Similarly, if the initial steering wheel angle is 10 degrees, and the steering wheel rotates 5 degrees to the right, the current steering motor angle is determined to be -5 degrees. Therefore, the sum of the initial and current steering motor angles can be used to determine the current steering wheel angle as 5 degrees.

[0049] It should be noted that the steering motor angle can be obtained from the motor position sensor. The motor position sensor can determine whether the motor rotates to the left or to the right by a certain degree at a certain moment. When the initial steering wheel angle is determined, the motor position sensor can obtain the steering motor angle at the moment when the signal of successful acquisition of the initial steering wheel angle is obtained.

[0050] Furthermore, according to one embodiment of the present invention, obtaining the initial steering wheel angle includes: receiving a steering wheel angle signal collected by a steering wheel-based angle sensor via a CAN bus; and determining the initial steering wheel angle based on the steering wheel angle signal.

[0051] Specifically, when the vehicle is powered on, the steering wheel may be at a certain angle, or the steering wheel angle may be changing when the steering wheel is turned. When obtaining the initial steering wheel angle, for example, the steering wheel angle can be obtained from the SAS (Steering Angle Sensor) and the steering wheel angle signal can be sent to the CAN (Controller Area Network) bus. When the CAN bus receives the steering wheel angle signal collected by the steering wheel angle sensor, the initial steering wheel angle can be determined based on the steering wheel angle signal.

[0052] It should be noted that after obtaining the initial steering wheel angle, regardless of whether the steering wheel is turned subsequently, the steering wheel angle signal collected by the steering wheel angle sensor on the CAN bus will no longer be obtained.

[0053] According to one embodiment of the present invention, the steering assembly includes a steering motor, and obtaining the current torsion bar output end angle includes: obtaining an initial torsion bar output end angle and a current steering motor angle; and determining the current torsion bar output end angle based on the initial torsion bar output end angle and the current steering motor angle.

[0054] Specifically, the steering assembly may include a steering motor. In the EPS (Electric Power Steering), the steering motor provides steering assistance. When the steering wheel is turned, the steering motor obtains a corresponding steering angle. When obtaining the current torsion bar output angle, the initial torsion bar output angle and the current steering motor angle are first obtained. Then, the current torsion bar output angle can be determined based on the initial torsion bar output angle and the current steering motor angle. For example, it can be defined that turning the steering wheel to the left is positive and turning it to the right is negative. If the obtained initial torsion bar output angle is 10 degrees, and when the steering wheel is turned, if the steering wheel turns 5 degrees to the left, the current steering motor angle is determined to be 5 degrees. Therefore, the current torsion bar output angle can be determined to be 15 degrees based on the sum of the initial torsion bar output angle and the current steering motor angle. For example, if the initial torsion bar output angle is 10 degrees, and the steering wheel is turned 5 degrees to the right, the current steering motor angle can be determined to be -5 degrees. Thus, the current steering wheel angle can be determined to be 5 degrees based on the sum of the initial torsion bar output angle and the current steering motor angle.

[0055] Furthermore, according to an embodiment of the present invention, obtaining the initial torsion bar output end rotation angle includes: obtaining the torsion bar output end rotation angle signal collected by the torque angle sensor based on the torsion bar output end; determining the initial torsion bar output end rotation angle based on the torsion bar output end rotation angle signal and a preset calibration signal; wherein, the preset calibration signal is determined when the torque angle sensor is aligned and calibrated based on the mechanical center position of the steering wheel.

[0056] Specifically, in order to make the source of steering wheel angle information obtained by EPS no longer singular, the TOS (Torque only Sensor) in the steering assembly can be replaced with TAS (Torque and Angle Sensor), so that EPS can not only obtain the angle signal on the CAN bus, but also the TAS angle signal at the ASILB level.

[0057] When installing the torque angle sensor (TAS) during vehicle production, the mechanical center position of the TAS may not be the same as that of the steering wheel. This means there may be some error between the two, resulting in a certain angle in the TAS when the steering wheel is in the mechanical center position. Therefore, before the vehicle rolls off the production line, the angle in the TAS needs to be calibrated. First, the steering wheel is turned to the mechanical center position. Then, the EPS (Electric Power Supplier) requests the TAS to send the TAS angle. For example, if the current angle sent by the TAS is 10 degrees, the opposite of this value can be stored in NVM (Non-Volatile Memory). This ensures that the angle acquired by the TAS is corrected when the vehicle is powered on.

[0058] Therefore, when obtaining the initial torsion bar output angle, the measured torsion bar output angle can be obtained from the torsion bar output angle signal collected by the torque angle sensor at the torsion bar output end. Then, the initial torsion bar output angle can be determined based on the torsion bar output angle signal and the preset calibration signal. For example, if the measured torsion bar output angle is 15 degrees, and the degree of alignment calibration of the torque angle sensor is determined to be -10 degrees (which can be read from the NVM) based on the steering preset calibration signal, the current torsion bar output angle can be determined to be 5 degrees.

[0059] It should be noted that the torsion bar output angle signal can also be collected using other angle sensors.

[0060] According to one embodiment of the present invention, verifying the current steering wheel angle and the current torsion bar output angle includes: obtaining the deviation between the current steering wheel angle and the current torsion bar output angle; if the deviation is less than or equal to a preset deviation, the verification passes; if the deviation is greater than the preset deviation, the verification fails. The preset deviation can be determined according to actual conditions.

[0061] Specifically, when verifying the current steering wheel angle and the current torsion bar output angle, the deviation between the two angles is first determined. This deviation is then compared to a preset deviation to determine if the verification passes. Specifically, if the deviation is less than or equal to the preset deviation (e.g., a preset deviation of 5 degrees), and the deviation is 3 degrees, the angles are considered close, and the verification passes. If the deviation is greater than the preset deviation (e.g., a preset deviation of 5 degrees), and the deviation is 8 degrees, the angle difference is considered large, and the verification fails.

[0062] Therefore, the angle control level can be determined based on the verification results.

[0063] According to one embodiment of the present invention, the corner control level corresponding to the successful verification is greater than the corner control level corresponding to the failed verification.

[0064] Specifically, if the deviation between the current steering wheel angle and the current torsion bar output angle is less than or equal to the preset deviation, the verification is considered successful. When the verification is successful, the steering angle control level will be increased, while when the verification fails, the steering angle control level will remain unchanged.

[0065] For example, if the calibration fails, and the current torsion bar output angle is used as the final current steering wheel angle, the steering angle control level can only reach the ASILB level, which can be used for L2 level steering angle control. However, if the steering wheel angle and the current torsion bar output angle are calibrated, and the calibration passes, the steering angle control level will be improved when the torsion bar output angle is used as the final current steering wheel angle, such as reaching the ASILD level, which can be used for L3 level steering angle control.

[0066] According to one embodiment of the present invention, the method further includes: when either the current steering wheel angle or the current torsion bar output angle is not successfully acquired, the successfully acquired angle is taken as the final current steering wheel angle for angle control, and the angle control level is the same as the successfully acquired angle level.

[0067] Specifically, when the driver controls the vehicle to steer, or when the vehicle automatically steers in the autonomous driving stage, the current steering wheel angle and the current torsion bar output angle are obtained. If the current steering wheel angle is successfully obtained but the current torsion bar output angle is not successfully obtained, the current steering wheel angle can be used as the final steering wheel angle. Therefore, the steering angle can be controlled based on this steering angle to control the vehicle to steer. The steering angle control level is the same as the successfully obtained steering angle level, that is, the steering angle control level is the same as the steering angle level of the current steering wheel angle, both of which are ASILB level, which can be used for L2 level steering angle control.

[0068] If the current torsion bar output angle is successfully obtained but the current steering wheel angle is not, the current torsion bar output angle can be used as the final current steering wheel angle. Therefore, the steering angle can be controlled based on this steering angle to control the vehicle to turn. The steering angle control level is the same as the successfully obtained steering angle level, that is, the steering angle control level is the same as the current torsion bar output angle level, both of which are ASILB level, which can be used for L2 level steering angle control.

[0069] Additionally, if the current steering wheel angle and the current torsion bar output angle are not successfully acquired when obtaining them, it indicates a problem with the torque angle sensor (TAS) or the steering wheel angle sensor (SAS), or a problem with the motor position sensor. In such cases, the angle value cannot be calculated, and an invalid angle will be sent to the CAN bus. Although power assist can be provided based on torque, the EPS will not be able to respond properly to the ADAS controller's angle control commands, requiring timely vehicle maintenance.

[0070] The following is combined with Figure 2 The control method of the present invention will be described below.

[0071] As a specific example, the steering angle control method of the electric power steering system of the present invention may include the following steps:

[0072] S101, the vehicle is powered on, and proceeds to steps S102 and S201.

[0073] S102 receives the steering wheel angle signal collected by the steering wheel angle sensor via the CAN bus.

[0074] S103, determine the initial steering wheel angle based on the steering wheel angle signal.

[0075] S104, obtain the current steering motor angle.

[0076] S105, determine the current steering wheel angle based on the initial steering wheel angle and the current steering motor angle, and proceed to step S301.

[0077] S201, acquire the torsion bar output angle signal collected by the torque angle sensor at the torsion bar output end.

[0078] S202, based on the torsion bar output angle signal and the preset calibration signal, determines the initial torsion bar output angle.

[0079] S203, obtain the current steering motor angle.

[0080] S204, determine the current torsion bar output angle based on the initial torsion bar output angle and the current steering motor angle, and proceed to step S301.

[0081] S301, determine whether the deviation between the current steering wheel angle and the current torsion bar output angle is greater than a preset deviation. If yes, proceed to step S302; if no, proceed to step S305.

[0082] S302, verification passed.

[0083] S303, improved corner control level.

[0084] S304 uses the current torsion bar output angle as the final current steering wheel angle for steering angle control.

[0085] S305, verification failed.

[0086] S306, the corner control level remains unchanged, and proceed to step S304.

[0087] In summary, the steering angle control method for an electric power steering system according to embodiments of the present invention first acquires the current steering wheel angle and the current torsion bar output angle, then verifies the current steering wheel angle and the current torsion bar output angle, and finally determines the steering angle control level based on the verification results, using the current torsion bar output angle as the final current steering wheel angle for steering angle control. Therefore, this method enables the electric power steering system to acquire steering wheel angle information from multiple sources, thereby achieving true autonomous driving.

[0088] Corresponding to the above embodiments, the present invention also proposes a steering angle control device for an electric power steering system.

[0089] like Figure 3 As shown, the steering angle control device 100 of the electric power steering system of this embodiment includes: an acquisition module 110, a verification module 120, and a determination module 130.

[0090] The acquisition module 110 acquires the current steering wheel angle and the current torsion bar output angle. The verification module 120 verifies the current steering wheel angle and the current torsion bar output angle. The determination module 130 determines the steering angle control level based on the verification results and uses the current torsion bar output angle as the final current steering wheel angle for steering angle control.

[0091] According to one embodiment of the present invention, the steering assembly includes a steering motor, and the acquisition module 110 acquires the current steering wheel angle, specifically for: acquiring the initial steering wheel angle and the current steering motor angle; and determining the current steering wheel angle based on the initial steering wheel angle and the current steering motor angle.

[0092] According to one embodiment of the present invention, the acquisition module 110 acquires the initial steering wheel angle, specifically for: receiving the steering wheel angle signal collected by the steering wheel angle sensor via the CAN bus; and determining the initial steering wheel angle based on the steering wheel angle signal.

[0093] According to one embodiment of the present invention, the steering assembly includes a steering motor, and the acquisition module 110 acquires the current torsion bar output end angle, specifically for: acquiring the initial torsion bar output end angle and the current steering motor angle; and determining the current torsion bar output end angle based on the initial torsion bar output end angle and the current steering motor angle.

[0094] According to one embodiment of the present invention, the acquisition module 110 acquires the initial torsion bar output end rotation angle, specifically for: acquiring the torsion bar output end rotation angle signal collected by the torque angle sensor based on the torsion bar output end; determining the initial torsion bar output end rotation angle based on the torsion bar output end rotation angle signal and a preset calibration signal; wherein, the preset calibration signal is determined when the torque angle sensor is aligned and calibrated based on the mechanical center position of the steering wheel.

[0095] According to one embodiment of the present invention, the verification module 120 verifies the current steering wheel angle and the current torsion bar output end angle, specifically for: obtaining the deviation between the current steering wheel angle and the current torsion bar output end angle; when the deviation is less than or equal to a preset deviation, the verification passes; when the deviation is greater than the preset deviation, the verification fails.

[0096] According to one embodiment of the present invention, the corner control level corresponding to the successful verification is greater than the corner control level corresponding to the failed verification.

[0097] According to one embodiment of the present invention, the determining module 130 is further configured to: when either the current steering wheel angle or the current torsion bar output angle is not successfully acquired, take the successfully acquired angle as the final current steering wheel angle for angle control, and the angle control level is the same as the successfully acquired angle level.

[0098] It should be noted that for details not disclosed in the angle control device of the electric power steering system in this embodiment of the invention, please refer to the details disclosed in the angle control method of the electric power steering system in this embodiment of the invention, which will not be repeated here.

[0099] According to an embodiment of the electric power steering system, the angle control device comprises an acquisition module for acquiring the current steering wheel angle and the current torsion bar output angle, a verification module for verifying the current steering wheel angle and the current torsion bar output angle, and a determination module for determining the angle control level based on the verification results, and using the current torsion bar output angle as the final current steering wheel angle for angle control. Therefore, this device enables the electric power steering system to acquire steering wheel angle information from multiple sources, thereby achieving true autonomous driving.

[0100] Corresponding to the above embodiments, the present invention also proposes a vehicle.

[0101] like Figure 4 As shown, the vehicle 200 of this embodiment may include: a memory 210, a processor 220, and a program stored in the memory 210 and executable on the processor 220. When the processor 220 executes the vehicle's program, it implements the above-described electric power steering system angle control method.

[0102] According to the vehicle of the present invention, by executing the above-described electric power steering system angle control method, the electric power steering system can obtain steering wheel angle information from multiple sources, thereby achieving true autonomous driving.

[0103] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0104] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0105] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0106] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0107] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., 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, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0108] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A method for controlling the steering angle of an electric power steering system, characterized in that, The system includes a steering assembly, a torsion bar connecting the steering assembly and a steering wheel, with the steering wheel located at the input end of the torsion bar and the steering assembly located at the output end of the torsion bar. The method includes: Get the current steering wheel angle and the current torsion bar output angle; Verify the current steering wheel angle and the current torsion bar output angle; The steering angle control level is determined based on the verification results, and the current torsion bar output angle is used as the final current steering wheel angle for steering angle control. The steering angle control level corresponding to passing the verification is greater than the steering angle control level corresponding to failing the verification.

2. The method according to claim 1, characterized in that, The steering assembly includes a steering motor, which acquires the current steering wheel angle, including: Get the initial steering wheel angle and the current steering motor angle; The current steering wheel angle is determined based on the initial steering wheel angle and the current steering motor angle.

3. The method according to claim 2, characterized in that, To obtain the initial steering wheel angle, including: The steering wheel angle signal is received via the CAN bus from the steering wheel angle sensor. The initial steering wheel angle is determined based on the steering wheel angle signal.

4. The method according to claim 1, characterized in that, The steering assembly includes a steering motor, which acquires the current torsion bar output angle, including: Obtain the initial torsion bar output angle and the current steering motor angle; The current torsion bar output angle is determined based on the initial torsion bar output angle and the current steering motor angle.

5. The method according to claim 4, characterized in that, Obtain the initial torsion bar output angle, including: Acquire the torsion bar output angle signal collected by the torque angle sensor at the torsion bar output end; The initial torsion bar output angle is determined based on the torsion bar output angle signal and the preset calibration signal; wherein, the preset calibration signal is determined when the torque angle sensor is aligned and calibrated based on the mechanical center position of the steering wheel.

6. The method according to any one of claims 1-5, characterized in that, The verification of the current steering wheel angle and the current torsion bar output angle includes: Obtain the deviation between the current steering wheel angle and the current torsion bar output angle; The verification is successful when the deviation is less than or equal to the preset deviation. The verification fails when the deviation is greater than the preset deviation.

7. The method according to claim 1, characterized in that, The method further includes: If either the current steering wheel angle or the current torsion bar output angle is not successfully acquired, the successfully acquired angle is taken as the final current steering wheel angle for angle control, and the angle control level is the same as the successfully acquired angle level.

8. A steering angle control device for an electric power steering system, characterized in that, The system includes a steering assembly, a torsion bar connecting the steering assembly and a steering wheel, with the steering wheel located at the input end of the torsion bar and the steering assembly located at the output end of the torsion bar. The device includes: The acquisition module is used to acquire the current steering wheel angle and the current torsion bar output angle. The verification module is used to verify the current steering wheel angle and the current torsion bar output angle. The determination module determines the steering angle control level based on the verification results, and uses the current torsion bar output angle as the final current steering wheel angle for steering angle control. The steering angle control level corresponding to passing the verification is greater than the steering angle control level corresponding to failing the verification.

9. A vehicle, characterized in that, The system includes a memory, a processor, and a program stored in the memory and executable on the processor, wherein when the processor executes the program, it implements the angle control method for the electric power steering system according to any one of claims 1-7.

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