Vehicle steering control method, device, equipment, medium and program product

Abstract

The application provides a vehicle steering control method, device, equipment, medium and program product. The steering target value input by the control end of the current vehicle, control intention detection information and the actual steering value of the current vehicle are obtained. The real-time dynamic deviation is determined according to the steering target value and the actual steering value. Whether the real-time dynamic deviation meets the preset requirement for compensating the steering is judged according to the control intention detection information. If yes, the assist output value of the steering assist system is determined according to the steering target value, the real-time dynamic deviation and the first mapping relationship, so as to compensate the steering sensitivity of the current vehicle. The first mapping relationship is determined by pre-calibration of the current vehicle. The technical problem of how to use a set of control strategies to automatically adjust the sensitivity of the steering control without multiple calibrations for different vehicles is solved. The technical effect of reducing the development time and cost of the vehicle is achieved.

Description

Technical Field

[0001] This application relates to the field of intelligent electronic products, and more particularly to a vehicle steering control method, device, equipment, medium, and program product. Background Technology

[0002] With the development of the automotive industry and the improvement of people's living standards, various vehicles have become commonplace in people's production activities and daily lives. Furthermore, the pace of vehicle upgrades is accelerating, which brings heavy development and verification work to vehicle R&D and experimental verification personnel.

[0003] Currently, during vehicle development, engineers or technicians who are responsible for tuning the vehicle chassis's handling stability often report that after the driver issues a steering signal, the vehicle does not follow the driver's expected posture, resulting in the driver inputting a steering signal with a larger steering angle than expected; or the vehicle overreacts after the driver inputs a steering signal, with the vehicle posture exceeding the driver's expectations, requiring the driver to manually correct it.

[0004] The above phenomena necessitate repeated adjustments and experiments by steering system developers to arrive at a steering control scheme that matches the vehicle's handling characteristics. However, this process is repetitive and increases development time and costs. Therefore, finding a control strategy that allows for automatic adjustment of steering control sensitivity across different vehicles without multiple adjustments has become a pressing technical challenge. Summary of the Invention

[0005] This application provides a vehicle steering control method, device, equipment, medium, and program product to solve the technical problem of how to use a single control strategy to automatically adjust the steering control sensitivity of different vehicles without multiple adjustments.

[0006] In a first aspect, this application provides a vehicle steering control method, comprising:

[0007] Acquire the steering target value, steering intention detection information, and actual steering value of the current vehicle from the control terminal input;

[0008] The real-time dynamic deviation is determined based on the target steering value and the actual steering value.

[0009] Based on the control intention detection information, determine whether the real-time dynamic deviation meets the preset requirements for steering compensation;

[0010] If so, the steering assist output value of the steering assist system is determined based on the steering target value, real-time dynamic deviation and the first mapping relationship, in order to compensate for the steering sensitivity of the current vehicle.

[0011] The first mapping relationship is determined in advance by calibrating the current vehicle.

[0012] In one possible design, the power steering output value is determined based on the target steering value, real-time dynamic deviation, and a first mapping relationship, including:

[0013] The target gear ratio is determined by using the steering target value and the real-time dynamic deviation as the two input values ​​of the first mapping relationship.

[0014] Based on the target gear ratio and the transmission parameters of the power steering system, the output torque of the power steering motor is determined, and the power steering output value includes the output torque.

[0015] In one possible design, the steering target value input from the current vehicle's control terminal is obtained, including:

[0016] Acquire the steering angle detected by the angle sensor at the control end;

[0017] Determine the target steering value based on the steering angle and the second mapping relationship;

[0018] The second mapping relationship is determined in advance by calibrating the current vehicle and / or control terminal.

[0019] In one possible design, the control intention detection information includes: the torque value of the driver's operation on the control terminal detected by the torque sensor;

[0020] Based on the control intention detection information, determine whether the real-time dynamic deviation meets the preset requirements for steering compensation, including:

[0021] Determine whether the operating torque value is greater than or equal to a first preset threshold;

[0022] If so, the real-time dynamic deviation is valid; otherwise, the real-time dynamic deviation is invalid.

[0023] In one possible design, when the real-time dynamic deviation is valid, determining whether the real-time dynamic deviation meets the preset requirements for steering compensation also includes:

[0024] Determine whether the operating torque value is less than the second preset threshold;

[0025] If so, the operating torque value is increased or decreased using a preset correction model.

[0026] Secondly, this application provides a vehicle steering control device, comprising:

[0027] The acquisition module is used to acquire the steering target value, steering intention detection information, and actual steering value of the current vehicle input from the control terminal.

[0028] Processing module, used for:

[0029] The real-time dynamic deviation is determined based on the target steering value and the actual steering value.

[0030] Based on the control intention detection information, determine whether the real-time dynamic deviation meets the preset requirements for steering compensation;

[0031] If so, the steering assist output value of the steering assist system is determined based on the steering target value, real-time dynamic deviation and the first mapping relationship, in order to compensate for the steering sensitivity of the current vehicle.

[0032] The first mapping relationship is determined in advance by calibrating the current vehicle.

[0033] In one possible design, the processing module is used for:

[0034] The target gear ratio is determined by using the steering target value and the real-time dynamic deviation as the two input values ​​of the first mapping relationship.

[0035] Based on the target gear ratio and the transmission parameters of the power steering system, the output torque of the power steering motor is determined, and the power steering output value includes the output torque.

[0036] In one possible design, an acquisition module is used to acquire the steering angle of the control end detected by the angle sensor;

[0037] The processing module is also used to determine the target steering value based on the steering angle and the second mapping relationship;

[0038] The second mapping relationship is determined in advance by calibrating the current vehicle and / or control terminal.

[0039] In one possible design, the control intention detection information includes: the torque value of the driver's operation on the control terminal detected by the torque sensor;

[0040] Correspondingly, the processing module is used for:

[0041] Determine whether the operating torque value is greater than or equal to a first preset threshold;

[0042] If so, the real-time dynamic deviation is valid; otherwise, the real-time dynamic deviation is invalid.

[0043] In one possible design, when the real-time dynamic deviation is valid, the processing module is also used for:

[0044] Determine whether the operating torque value is less than the second preset threshold;

[0045] If so, the operating torque value is increased or decreased using a preset correction model.

[0046] Thirdly, this application provides an electronic device, comprising:

[0047] Memory, used to store program instructions;

[0048] The processor is used to call and execute program instructions in memory to perform any of the possible vehicle steering control methods provided in the first aspect.

[0049] Fourthly, this application provides a vehicle, including: a steering assist system and any possible electronic device according to the third aspect, the electronic device executing a computer program therein to perform any possible vehicle steering control method provided in the first aspect, thereby controlling the steering assist system to compensate for the steering sensitivity of the vehicle.

[0050] Fifthly, this application provides a storage medium in which a computer program is stored, the computer program being used to execute any of the possible vehicle steering control methods provided in the first aspect.

[0051] Sixthly, this application also provides a computer program product, including a computer program that, when executed by a processor, implements any of the possible vehicle steering control system methods provided in the first aspect.

[0052] This application provides a vehicle steering control method, device, equipment, medium, and program product. It acquires the steering target value, steering intention detection information, and actual steering value input from the vehicle's control terminal; determines the real-time dynamic deviation based on the steering target value and actual steering value; and determines whether the real-time dynamic deviation meets preset requirements for steering compensation based on the steering intention detection information. If so, it determines the power steering output value of the power steering system based on the steering target value, real-time dynamic deviation, and a first mapping relationship to compensate for the steering sensitivity of the current vehicle. The first mapping relationship is pre-calibrated for the current vehicle. This solves the technical problem of how to automatically adjust the steering control sensitivity of different vehicles without multiple adjustments using a single control strategy. It achieves the technical effect of automatically adjusting steering sensitivity according to different vehicles, reducing vehicle development time and costs. Attached Figure Description

[0053] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0054] Figure 1 This application provides a schematic diagram of the structure of an automatic sensitivity compensation system;

[0055] Figure 2 A schematic flowchart illustrating a vehicle steering control method provided in an embodiment of this application;

[0056] Figure 3 A flowchart illustrating another vehicle steering control method provided for the implementation of this application;

[0057] Figure 4 for Figure 1 A schematic diagram of the sub-modules included in a sensitivity compensation control module 105;

[0058] Figure 5 This is a schematic diagram of the structure of a vehicle steering control device provided in an embodiment of this application;

[0059] Figure 6 This is a schematic diagram of the structure of an electronic device provided in this application.

[0060] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0061] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort, including but not limited to combinations of multiple embodiments, are within the scope of protection of this application.

[0062] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a particular order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0063] Currently, during vehicle development, engineers or technicians who are responsible for tuning the vehicle chassis's handling stability often report that after the driver issues a steering signal, the vehicle does not follow the driver's expected posture, resulting in the driver inputting a steering signal with a larger steering angle than expected; or the vehicle overreacts after the driver inputs a steering signal, with the vehicle posture exceeding the driver's expectations, requiring the driver to manually correct it.

[0064] The above phenomena necessitate repeated adjustments and experiments by steering system developers to arrive at a steering control scheme that matches the vehicle's handling characteristics. However, this process is repetitive and increases development time and costs. Therefore, finding a control strategy that allows for automatic adjustment of steering control sensitivity across different vehicles without multiple adjustments has become a pressing technical challenge.

[0065] To solve the above-mentioned technical problems, the inventive concept of this application is as follows:

[0066] Adding an automatic sensitivity compensation system to the power steering system involves pre-calibrating the steering angle of different vehicle control terminals, such as the steering wheel or joystick, to collect the driver's target steering value. Then, the vehicle's electronic stability control system calculates the vehicle's actual steering value, compares the two, and uses a closed-loop control strategy to compensate and correct the power steering output of the current vehicle's power steering system, thereby improving the vehicle's steering sensitivity.

[0067] The following section details how this application enables the transmission of information through touch.

[0068] Figure 1 This is a schematic diagram of an automatic sensitivity compensation system provided in this application. Figure 1 As shown, the automatic sensitivity compensation system includes: a steering angle sensor 101, a force or torque sensor 102, a bus signal preprocessing module 103, an electronic stability control module 104, a sensitivity compensation control module 105, and a steering assist system 106.

[0069] Among them, the angle sensor 101 is used to acquire the angle signal input by the user at the control terminal 100 and send the angle signal to the data bus;

[0070] Force or torque sensor 102 is used to acquire the force and / or torque when the user operates the control terminal 100, and send the force and / or torque to the sensitivity compensation control module;

[0071] The electronic stability control module 104 is used to calculate the actual steering value of the vehicle based on the detection values ​​of each motion sensor;

[0072] The bus signal preprocessing module 103 is used to read the corner signal and the actual turning value from the data bus, and to preprocess the corner signal and the actual turning value.

[0073] The sensitivity compensation control module 105 is used to determine the power steering output value of the power steering system 106 based on the steering angle signal and the actual steering value, so as to realize the vehicle steering control method provided in this application.

[0074] The working steps of the automatic sensitivity compensation system will be specifically described below through an example.

[0075] Figure 2 This is a schematic flowchart illustrating a vehicle steering control method provided in an embodiment of this application. Figure 2 As shown, this vehicle steering control method is applied to Figure 1 The automatic sensitivity compensation system shown includes the following steps:

[0076] S201. Obtain the steering target value, steering intention detection information, and actual steering value of the current vehicle from the control terminal input.

[0077] In this step, obtaining the steering target value includes: searching for the corresponding steering target value based on the steering angle signal input by the user on the control terminal from a pre-calibrated mapping table of the control terminal and the current vehicle, and finding the steering target value corresponding to the steering angle signal through the corresponding relationship or mapping relationship.

[0078] Control intention detection information is an auxiliary judgment parameter used to characterize the validity of the input cornering signal, including at least one of the following: grip force, rotational force, rotational torque, image recognition result, thermal sensing result, acceleration, etc. For example, the input cornering signal is considered valid only when the grip force and / or rotational force is greater than a preset threshold; otherwise, it is considered a mis-touch or accidental contact, and the cornering signal is invalid. Figure 1 As shown, the force or torque sensor 102 detects at least one of the grip force or torque of the steering wheel or control lever, or detects the pressing pressure of the mobile terminal display screen or the change in capacitance or resistance on the display screen.

[0079] The actual steering value can be obtained from the real-time monitoring information of the vehicle's own ESC (Electronic Stability Controller) system. This can be achieved by reading signals from a data bus, such as the CAN bus, to obtain the actual steering value uploaded by the ESC system. Figure 1 As shown, the electronic stability control module 104

[0080] Specifically, such as Figure 1As shown, the steering angle of the vehicle's steering wheel is identified by the steering angle sensor 101, or the rotation angle of the control lever, or the steering angle of the touch screen or virtual steering wheel on the mobile terminal is identified by the built-in program or sensor in the mobile terminal. After the sensitivity compensation control module 105 receives the steering angle signal preprocessed by the bus signal preprocessing module 103, it can then query the corresponding steering target value through a pre-calibrated mapping table.

[0081] It should be noted that different vehicles or different control terminals have different mapping tables, which need to be calibrated in advance by users or R&D personnel to achieve personalized operation and meet the different needs of different users for operational sensitivity. For example, different people have different physiological parameters such as arm length, finger length, height, and leg length. If the control terminal is specially customized, such as by modifying the steering wheel of the driver's seat to meet the needs of disabled drivers, the input of the steering wheel or control lever after the customization may not be able to use the previous control program, and the R&D personnel will need to improve the control program. However, with the vehicle steering control method provided in this application, the driver only needs to follow the standard operation to perform the pre-calibrated settings to complete the conversion of the control terminal's steering angle to the steering target value.

[0082] S202. Determine the real-time dynamic deviation based on the steering target value and the actual steering value.

[0083] In this step, the target steering value and the actual steering value are compared, and the difference between the two at the same moment is the real-time dynamic deviation.

[0084] It should be noted that the introduction of real-time dynamic deviation can be understood as the introduction of a reference quantity for feedback control.

[0085] Specifically, such as Figure 1 As shown, the sensitivity compensation control module 105 compares the difference between the converted steering target value and the actual steering value preprocessed by the bus signal preprocessing module 103 to obtain the real-time dynamic deviation.

[0086] S203. Based on the control intention detection information, determine whether the real-time dynamic deviation meets the preset requirements for steering compensation.

[0087] In this step, if so, then step S204 is executed; otherwise, it is considered to be a driver's misoperation, no compensation adjustment is made, and S201 is re-executed.

[0088] It's important to note that the intention-to-drive detection information is used to determine if the user's operation is erroneous. For example, if the user isn't holding the steering wheel, or if their grip strength doesn't meet the preset threshold (e.g., insufficient grip strength when holding the steering wheel with one hand), it can easily cause the steering wheel to deviate unintentionally. Similarly, if the torque applied to the steering wheel is very small, or the acceleration of the steering wheel rotation doesn't reach the preset threshold, it indicates that the vibration is merely a slight deviation transmitted to the steering wheel due to road bumps, and not the driver's true intention. Furthermore, camera data or image monitoring data can be incorporated to determine the driver's mental state. For instance, facial recognition can detect if the driver is drowsy or if someone other than the driver is grabbing the steering wheel, thus invalidating real-time dynamic deviations and filtering out erroneous operations not indicative of the driver's true intention, thereby improving vehicle safety.

[0089] In one possible design, the control intention detection information may also include road condition information around the vehicle or information on surrounding obstacles detected by radar. If the driver's operation may lead to a collision, the real-time dynamic deviation will also be corrected to avoid a collision.

[0090] Preset compensation requirements are evaluation indicators set based on the current driving state of the vehicle and the driver's driving intentions. For example, whether the force and / or torque applied by the driver to the control end reaches a preset threshold. It is understood that those skilled in the art can set the types and magnitudes of the evaluation indicators of preset compensation requirements according to the needs of the actual scenario, and this application does not impose any limitations.

[0091] S204. Determine the power steering output value based on the steering target value, real-time dynamic deviation, and the first mapping relationship.

[0092] In this step, the steering sensitivity of the current vehicle is compensated by adjusting the power assist output value.

[0093] It should be noted that the first mapping relationship is determined by calibrating the current vehicle in advance.

[0094] Sensitivity compensation includes two aspects: positive compensation and negative compensation. Positive compensation occurs when the vehicle is driving normally and the driver does not make any mistakes, while negative compensation occurs when the surrounding driving environment is congested or there are safety hazards, or when the driver makes a mistake.

[0095] Specifically, such as Figure 1As shown, the sensitivity compensation control module 10 uses the steering target value x and the real-time dynamic deviation y as inputs to the first mapping relationship f(x,y), calculates the transmission ratio R of the steering assist system 106, and then converts the transmission ratio R into the torque of the assist motor, which is then sent to the controller of the assist motor. Finally, the torque output of the assist motor is changed by the controller of the assist motor to achieve compensation for steering sensitivity.

[0096] This embodiment provides a vehicle steering control system method. It acquires the steering target value input from the vehicle's control terminal, steering intention detection information, and the actual steering value of the current vehicle. Based on the steering target value and the actual steering value, it determines the real-time dynamic deviation. Based on the steering intention detection information, it determines whether the real-time dynamic deviation meets the preset requirements for steering compensation. If so, it determines the power steering output value based on the steering target value, the real-time dynamic deviation, and a first mapping relationship to compensate for the steering sensitivity of the current vehicle. The first mapping relationship is determined in advance by calibrating the current vehicle. This solves the technical problem of how to automatically adjust the steering control sensitivity of different vehicles without multiple adjustments using a single control strategy. It achieves the technical effect of automatically adjusting steering sensitivity according to different vehicles, reducing vehicle development time and costs.

[0097] Figure 3 A flowchart illustrating another vehicle steering control method provided for the implementation of this application. (See attached diagram.) Figure 3 As shown, the specific steps of this vehicle steering control method include:

[0098] S301. Obtain the steering angle of the control terminal detected by the angle sensor.

[0099] In this step, the angle sensor is used to detect the steering angle input by the user to the virtual controls on the control end, such as the steering wheel, joystick, mobile terminal, or in-vehicle display screen.

[0100] S302. Determine the target steering value based on the steering angle and the second mapping relationship.

[0101] In this step, the second mapping relationship is determined in advance by calibrating the current vehicle and / or control terminal.

[0102] Figure 4 for Figure 1 A schematic diagram of the sub-modules included in a sensitivity compensation control module 105. (See diagram below.) Figure 4 As shown, the sensitivity compensation control module 105 includes: target yaw angle calculation submodule 1051, yaw angle verification submodule 1052, and power assist transmission ratio calculation submodule 1053.

[0103] In this embodiment, the target yaw angle calculation module 1051 is used to calculate the target yaw angle from... Figure 1 The bus signal preprocessing module 103 shown receives the preprocessed steering angle signal to determine the current vehicle's steering target value based on the pre-calibrated first mapping table and the steering angle.

[0104] S303: Obtain control intention detection information and the current actual steering value of the vehicle.

[0105] In this step, the control intention detection information includes: the torque value of the driver's operation on the control end detected by the torque sensor, and the current actual steering value of the vehicle is calculated by the vehicle's electronic stability control system based on the detection values ​​of motion sensors (such as acceleration sensors and wheel angle sensors) on the vehicle.

[0106] S304. Determine the real-time dynamic deviation based on the steering target value and the actual steering value.

[0107] In this embodiment, as Figure 4 As shown, the yaw angle verification submodule 1052 is used to compare the steering target value and the actual steering value after preprocessing by the bus signal preprocessing module 103. After obtaining the difference between the two, the real-time dynamic deviation can be obtained after calibration by the preset calibration model.

[0108] It should be noted that the preset calibration model is used to filter out or correct data that is erroneous due to interference during signal transmission. Those skilled in the art can set it according to actual needs, and no limitation is made here.

[0109] S305. Determine whether the operating torque value is greater than or equal to the first preset threshold.

[0110] In this step, if yes, the real-time dynamic deviation is valid and step S306 is executed; if no, the real-time dynamic deviation is invalid and step S301 is re-executed.

[0111] In this embodiment, as Figure 4 As shown, the power steering ratio calculation submodule 1053, according to Figure 1 The force or torque sensor 102 shown collects the operating torque value, and determines whether the operating torque value is greater than or equal to a first preset threshold.

[0112] S306. Using the target steering value and the real-time dynamic deviation as the two input values ​​of the first mapping relationship, determine the target transmission ratio.

[0113] In this embodiment, the yaw angle verification submodule 1052 uses the steering target value x and the real-time dynamic deviation y as inputs to the first mapping relationship f(x,y) to calculate the target transmission ratio R.

[0114] S307. Determine the output torque of the power steering motor based on the target transmission ratio and the transmission parameters of the power steering system.

[0115] In this embodiment, the power steering ratio calculation submodule 1053 sends the target power steering ratio to the EPS (Electric Power Steering) electronic power steering system, i.e. Figure 1 The power steering system 106 shown is used to calculate the control torque of the power steering motor, thereby determining the final power steering output of the EPS system and achieving steering sensitivity compensation.

[0116] It should be noted that in this embodiment, the entire automatic sensitivity compensation system adopts PI (proportional-integral) control, with a recommended control cycle of 20ms to improve the real-time responsiveness of the control. Furthermore, the first and second mapping relationships need to be pre-calibrated by the driver or R&D personnel based on different vehicles, different control terminals, and different drivers to meet the needs of personalized sensitivity compensation.

[0117] This embodiment provides a vehicle steering control system method. It acquires the steering target value input from the vehicle's control terminal, steering intention detection information, and the actual steering value of the current vehicle. Based on the steering target value and the actual steering value, it determines the real-time dynamic deviation. Based on the steering intention detection information, it determines whether the real-time dynamic deviation meets the preset requirements for steering compensation. If so, it determines the power steering output value based on the steering target value, the real-time dynamic deviation, and a first mapping relationship to compensate for the steering sensitivity of the current vehicle. The first mapping relationship is determined in advance by calibrating the current vehicle. This solves the technical problem of how to automatically adjust the steering control sensitivity of different vehicles without multiple adjustments using a single control strategy. It achieves the technical effect of automatically adjusting steering sensitivity according to different vehicles, reducing vehicle development time and costs.

[0118] Figure 5 This is a schematic diagram of a vehicle steering control device provided in an embodiment of this application. The vehicle steering control device 500 can be implemented by software, hardware, or a combination of both.

[0119] like Figure 5 As shown, the vehicle steering control device 500 is applied to a wearable device, which has one or more contact arrays. The contact units in the contact array are arranged in a preset pattern. The vehicle steering control device 500 includes:

[0120] The acquisition module 501 is used to acquire the steering target value, steering intention detection information and actual steering value of the current vehicle input by the control terminal;

[0121] Processing module 502 is used for:

[0122] The real-time dynamic deviation is determined based on the target steering value and the actual steering value.

[0123] Based on the control intention detection information, determine whether the real-time dynamic deviation meets the preset requirements for steering compensation;

[0124] If so, the steering assist output value of the steering assist system is determined based on the steering target value, real-time dynamic deviation and the first mapping relationship, in order to compensate for the steering sensitivity of the current vehicle.

[0125] The first mapping relationship is determined in advance by calibrating the current vehicle.

[0126] In one possible design, processing module 502 is used for:

[0127] The target gear ratio is determined by using the steering target value and the real-time dynamic deviation as the two input values ​​of the first mapping relationship.

[0128] Based on the target gear ratio and the transmission parameters of the power steering system, the output torque of the power steering motor is determined, and the power steering output value includes the output torque.

[0129] In one possible design, the acquisition module 501 is used to acquire the steering angle of the control end detected by the angle sensor;

[0130] The processing module 502 is also used to determine the steering target value based on the steering angle and the second mapping relationship;

[0131] The second mapping relationship is determined in advance by calibrating the current vehicle and / or control terminal.

[0132] In one possible design, the control intention detection information includes: the torque value of the driver's operation on the control terminal detected by the torque sensor;

[0133] Correspondingly, processing module 502 is used for:

[0134] Determine whether the operating torque value is greater than or equal to a first preset threshold;

[0135] If so, the real-time dynamic deviation is valid; otherwise, the real-time dynamic deviation is invalid.

[0136] In one possible design, when the real-time dynamic deviation is valid, the processing module 502 is also used for:

[0137] Determine whether the operating torque value is less than the second preset threshold;

[0138] If so, the operating torque value is increased or decreased using a preset correction model.

[0139] It is worth noting that, Figure 5 The apparatus provided in the illustrated embodiment can execute the methods provided in any of the above method embodiments. Its specific implementation principles, technical features, explanations of technical terms, and technical effects are similar and will not be repeated here.

[0140] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 6 As shown, the electronic device 600 may include at least one processor 601 and a memory 602. Figure 6 The example shown is an electronic device using a processor.

[0141] The memory 602 is used to store programs. Specifically, the program may include program code, which includes computer operation instructions.

[0142] The memory 602 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0143] The processor 601 is used to execute computer execution instructions stored in the memory 602 to implement the methods described in the above embodiments.

[0144] The processor 601 may be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0145] Optionally, the memory 602 can be either standalone or integrated with the processor 601. When the memory 602 is a device independent of the processor 601, the electronic device 600 may further include:

[0146] Bus 603 is used to connect the processor 601 and the memory 602. The bus can be an industry standard architecture (ISA) bus, a peripheral component (PCI) bus, or an extended industry standard architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc., but this does not mean there is only one bus or one type of bus.

[0147] Optionally, in a specific implementation, if the memory 602 and the processor 601 are integrated on a single chip, the memory 602 and the processor 601 can communicate through an internal interface.

[0148] This application also provides a computer-readable storage medium, which may include various media capable of storing program code, such as a USB flash drive, a portable hard drive, a read-only memory (ROM), a random access memory (RAM), a disk, or an optical disk. Specifically, the computer-readable storage medium stores program instructions, which are used in the methods described in the above-described method embodiments.

[0149] This application also provides a vehicle, including: a power steering system and Figure 6 Any of the possible electronic devices shown herein executes any of the possible vehicle steering control methods provided in the above embodiments by executing a computer program therein to control the steering assist system to compensate for the vehicle's steering sensitivity.

[0150] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the methods described in the above-described method embodiments.

[0151] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

[0152] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A vehicle steering control method, characterized in that, include: The system acquires the target steering value input from the current vehicle's control terminal, the steering intention detection information, and the actual steering value of the current vehicle. The real-time dynamic deviation is determined based on the target steering value and the actual steering value. Based on the control intention detection information, determine whether the real-time dynamic deviation meets the preset requirements for steering compensation; The control intention detection information is used to determine whether the user's operation is erroneous; If so, the steering assist output value of the steering assist system is determined based on the steering target value, the real-time dynamic deviation, and the first mapping relationship, so as to compensate for the steering sensitivity of the current vehicle. The first mapping relationship is determined in advance by calibrating the current vehicle; The control intention detection information includes: the torque value of the driver's operation on the control terminal detected by the torque sensor; The step of determining whether the real-time dynamic deviation meets the preset requirements for steering compensation based on the control intention detection information includes: Determine whether the operating torque value is greater than or equal to a first preset threshold; If so, the user's operation is determined to be not accidental, and the real-time dynamic deviation is valid; otherwise, the user's operation is determined to be accidental, and the real-time dynamic deviation is invalid.

2. The vehicle steering control method according to claim 1, characterized in that, The step of determining the power steering output value of the power steering system based on the steering target value, the real-time dynamic deviation, and the first mapping relationship includes: The target steering value and the real-time dynamic deviation are used as two input values ​​of the first mapping relationship to determine the target gear ratio; The output torque of the power steering motor is determined based on the target gear ratio and the transmission parameters of the power steering system, and the power steering output value includes the output torque.

3. The vehicle steering control method according to claim 1, characterized in that, The process of obtaining the steering target value input from the current vehicle's control terminal includes: The steering angle of the control terminal detected by the angle sensor is obtained; The steering target value is determined based on the steering angle and the second mapping relationship; The second mapping relationship is determined in advance by calibrating the current vehicle and / or the control terminal.

4. A vehicle steering control device, characterized in that, include: The acquisition module is used to acquire the steering target value, steering intention detection information, and actual steering value of the current vehicle input from the control terminal. Processing module, used for: The real-time dynamic deviation is determined based on the target steering value and the actual steering value. Based on the control intention detection information, determine whether the real-time dynamic deviation meets the preset requirements for steering compensation; The control intention detection information is used to determine whether the user's operation is erroneous; If so, the steering assist output value of the steering assist system is determined based on the steering target value, the real-time dynamic deviation, and the first mapping relationship, so as to compensate for the steering sensitivity of the current vehicle. The first mapping relationship is determined in advance by calibrating the current vehicle; The processing module is specifically used to detect the control intention information, including: the operating torque value of the driver's operation on the control terminal detected by the torque sensor; determine whether the operating torque value is greater than or equal to a first preset threshold; if so, determine that the user is not operating incorrectly, and the real-time dynamic deviation is valid; otherwise, determine that the user is operating incorrectly, and the real-time dynamic deviation is invalid.

5. An electronic device, characterized in that, include: processor; as well as, Memory for storing the computer program of the processor; The processor is configured to execute the vehicle steering control method according to any one of claims 1 to 3 by executing the computer program.

6. A vehicle, characterized in that, include: The power steering system and the electronic device of claim 5, wherein the electronic device executes the vehicle steering control method of any one of claims 1 to 3 by executing a computer program therein to control the power steering system to compensate for the steering sensitivity of the vehicle.

7. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the vehicle steering control method according to any one of claims 1 to 3.

8. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the vehicle steering control method according to any one of claims 1 to 3.

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