Steering control method and device for vehicle, computer readable storage medium and vehicle

Abstract

The application discloses a steering control method and device of a vehicle, a computer readable storage medium and the vehicle. The method relates to the field of intelligent vehicles, and comprises the following steps: acquiring state parameters and target assistance of the vehicle, wherein the target assistance is used for representing assistance received by the vehicle when driving on a target road surface; determining a plurality of simulation torques based on the state parameters and the target assistance, wherein the plurality of simulation torques are used for representing forces received by the vehicle in a steering scene; superimposing the plurality of simulation torques to obtain a target torque; and controlling the vehicle to steer based on the target torque. The application solves the technical problem that the intermediate shaft and the steering gear are disconnected in the vehicle, thereby causing poor driving experience of the driver.

Description

Technical Field

[0001] This invention relates to the field of intelligent vehicles, and more specifically, to a vehicle steering control method and apparatus, a computer-readable storage medium, and a vehicle. Background Technology

[0002] Currently, steer-by-wire technology, which utilizes electronic devices and sensors to achieve vehicle steering, is primarily used in autonomous driving and driver assistance systems. The steering control strategy of steer-by-wire involves the driver operating the steering wheel to indicate the target steering position. The steering gear then controls the steering based on this target position, overcoming the frictional resistance between the vehicle and the ground entirely through steering gear assistance. During this process, the state of the wheels relative to the ground is transmitted to the steering gear control system via reaction forces. However, the steering gear control system in steer-by-wire technology cannot transmit these reaction forces to the steering wheel, resulting in the driver not feeling the road surface and a poor driving experience.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] This invention provides a vehicle steering control method and apparatus, a computer-readable storage medium, and a vehicle, to at least solve the technical problem of a poor driving experience caused by the mechanical disconnection between the vehicle's intermediate shaft and the steering gear.

[0005] According to one aspect of the present invention, a vehicle steering control method is provided, comprising: acquiring vehicle state parameters and target assistance, wherein the target assistance is used to represent the assistance received by the vehicle when driving on a target road surface; determining a plurality of simulated torques based on the state parameters and target assistance, wherein the plurality of simulated torques are used to represent the forces received by the simulated vehicle in a steering scenario; superimposing the plurality of simulated torques to obtain a target torque; and controlling the vehicle to steer based on the target torque.

[0006] Optionally, multiple simulated torques are determined based on state parameters and target assistance, including: determining the vehicle's speed signal, steering angle signal, and position signal based on state parameters, wherein the steering angle signal is the signal output by the steering gear in the vehicle, and the position signal is the signal output by the motor in the vehicle; determining a basic simulated torque and a protective simulated torque based on the vehicle speed signal and steering angle signal, wherein the basic simulated torque is used to simulate the steering force experienced by the vehicle in a steering scenario, and the protective simulated torque is used to simulate the protective force experienced by the vehicle in a steering scenario; determining a road feel simulated torque based on the target assistance and position signal; and determining multiple simulated torques based on the basic simulated torque, the protective simulated torque, and the road feel simulated torque.

[0007] Optionally, the road feel simulation torque is determined based on the target assist and position signal, including: using the target model to obtain the target rack force estimate based on the target assist and position signal, wherein the target model is constructed by a spatial state equation; and adjusting the target rack force estimate based on a preset interval to obtain the road feel simulation torque.

[0008] Optionally, the target rack force estimate is obtained using the target model based on the target assist and position signal, which includes: obtaining an initial rack force estimate using the target model based on the target assist and position signal; determining the road surface state corresponding to the initial rack force estimate based on a preset correspondence, wherein the preset correspondence is used to represent the correspondence between the rack force estimate and the road surface state; and calibrating the initial rack force estimate based on the road surface state to obtain the target rack force estimate.

[0009] Optionally, the initial rack force estimate is calibrated based on the road surface condition to obtain the target rack force estimate, including: determining a preset proportional coefficient corresponding to the road surface condition, wherein the preset proportional coefficient is used to represent the proportional relationship between the rack force estimate and the actual rack force; and calibrating the initial rack force estimate based on the preset proportional coefficient to obtain the target rack force estimate.

[0010] Optionally, the preset interval includes: a preset amplitude interval and a preset frequency interval. Adjusting the target rack force estimate based on the preset interval to obtain the road feel simulation torque includes: determining the initial rack force fluctuation amplitude and the initial rack force fluctuation frequency based on the target rack force estimate; adjusting the initial rack force fluctuation amplitude based on the preset amplitude interval to obtain the target rack force fluctuation amplitude; adjusting the initial rack force fluctuation frequency based on the preset frequency interval to obtain the target rack force fluctuation frequency; and determining the road feel simulation torque based on the target rack force fluctuation amplitude and the target rack force fluctuation frequency.

[0011] Optionally, the basic simulated torque is determined based on the vehicle speed signal and the steering angle signal, including: determining the initial basic simulated torque based on the vehicle speed signal and the steering angle signal; calibrating the initial basic simulated torque based on a preset vehicle speed range and a preset steering angle range to obtain the basic simulated torque.

[0012] According to another aspect of the present invention, a vehicle steering control device is also provided, comprising: an acquisition module for acquiring vehicle state parameters and a target assistance, wherein the target assistance represents the assistance received by the vehicle when driving on a target road surface; a determination module for determining a plurality of simulated torques based on the state parameters and the target assistance, wherein the plurality of simulated torques represent the forces received by the simulated vehicle in a steering scenario; a superposition module for superimposing the plurality of simulated torques to obtain a target torque; and a control module for controlling the vehicle to steer based on the target torque.

[0013] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the execution of the vehicle steering control method of any one of the above embodiments in the processor of the device.

[0014] According to another aspect of the present invention, a vehicle is also provided, comprising: one or more processors; a storage device for storing one or more programs; wherein when the one or more programs are executed by the one or more processors, the one or more processors perform the vehicle steering control method of any of the above embodiments.

[0015] In this embodiment of the invention, vehicle state parameters and target assistance are acquired; multiple simulated torques are determined based on the state parameters and target assistance; the multiple simulated torques are superimposed to obtain a target torque; and the vehicle is controlled to steer based on the target torque. It is important to note that determining multiple simulated torques based on the vehicle's state parameters and target assistance allows for a more realistic and comprehensive simulation of the forces acting on the vehicle during steering. Therefore, the target torque determined based on multiple simulated torques better reflects real-world steering scenarios. Consequently, the vehicle controlled based on the target torque can transmit real road conditions to the driver, improving the driving experience. This achieves the technical effect of transmitting the mechanical transmission generated during vehicle steering to the driver, simulating steering feel, and thus solves the technical problem of a poor driving experience caused by the mechanical disconnection between the vehicle's intermediate shaft and the steering gear. Attached Figure Description

[0016] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0017] Figure 1 This is a flowchart of a vehicle steering control method according to an embodiment of the present invention;

[0018] Figure 2 This is a schematic diagram of the structure of an optional communication frame for a steer-by-wire system according to an embodiment of the present invention;

[0019] Figure 3 This is a flowchart of an optional vehicle steering control method according to an embodiment of the present invention;

[0020] Figure 4 This is a schematic diagram of a vehicle steering control device according to an embodiment of the present invention. Detailed Implementation

[0021] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0022] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented 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.

[0023] Example 1

[0024] According to an embodiment of the present invention, an embodiment of a vehicle steering control method is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0025] Figure 1 This is a flowchart of a vehicle steering control method according to an embodiment of the present invention, such as... Figure 1 As shown, the method includes the following steps:

[0026] Step S102: Obtain the vehicle's state parameters and target assistance, wherein the target assistance is used to represent the assistance received by the vehicle when driving on the target road surface.

[0027] The aforementioned vehicles can be those that use a steering gear to achieve steering, or those with a steer-by-wire system. The steering gear is a device used to control the vehicle's steering actions. The driver operates the steering wheel to provide a target steering position, and the steering gear controls the steering based on that target position. Steering is achieved entirely through the steering gear's assistance in overcoming the frictional resistance between the vehicle and the ground. During this process, the state of the wheels relative to the ground acts on the steering gear control system through reaction forces.

[0028] The aforementioned state parameters can be the state parameters of the vehicle during its driving process, including but not limited to: vehicle speed and position.

[0029] The aforementioned target assistance can be the driving force that propels the vehicle, and can be, but is not limited to, the power current controlling the steering motor.

[0030] The target road surface mentioned above can be the road surface that the vehicle is currently traveling on.

[0031] In one optional embodiment, during vehicle operation, feedback data from sensors installed in the vehicle is acquired, statistically integrated, and the vehicle's state parameters are obtained. The target assist is then calculated based on the operating data of each drive device in the vehicle. Alternatively, the vehicle's state parameters can be obtained from the Controller Area Network (CAN) bus, and the target assist can be calculated using computational software.

[0032] Step S104: Determine multiple simulated torques based on state parameters and target assistance, wherein the multiple simulated torques are used to represent the forces experienced by the simulated vehicle in a steering scenario.

[0033] The aforementioned simulated torques can simulate multiple forces experienced by a vehicle during steering, including but not limited to: basic simulated torque, protective simulated torque, and road feel simulated torque. The basic simulated torque is the force generated to successfully complete a vehicle steering maneuver. The protective simulated torque is the force generated to prevent the vehicle from overturning or causing other hazards during steering. The road feel simulated torque simulates the reaction force resulting from friction between the vehicle's rotation and the road surface, allowing for an understanding of the road surface condition. The road surface condition can be the current state of the road, including but not limited to: smooth, muddy, and potholed.

[0034] The aforementioned turning scenarios can be any situation where a vehicle needs to turn, including but not limited to: turning left, turning right, and making a U-turn.

[0035] In one optional embodiment, the vehicle's speed signal, steering angle signal, and position signal are determined based on state parameters. The speed signal can be a signal corresponding to the vehicle's travel speed. The steering angle signal can be a signal output during vehicle steering. The position signal can be a signal related to the motor's current operating position. The vehicle's basic simulated torque and protective simulated torque are calculated based on the speed and steering angle signals. The road feel simulated torque is calculated based on the target assist and position signals. The calculated basic simulated torque, protective simulated torque, and road feel simulated torque are then defined as multiple simulated torques.

[0036] In another optional embodiment, the vehicle's speed, turning angle, and position signals are determined based on state parameters. These signals are then filtered, removing illogical, excessively large, or excessively small data points based on the vehicle's operational logic. The filtered speed, turning angle, and position signals are input into the calculation software to obtain basic simulated torque, protective simulated torque, and road-feel simulated torque. These are further filtered to remove unsuitable data, and the filtered data are used as multiple simulated torques.

[0037] Step S106: Superimpose multiple simulated torques to obtain the target torque.

[0038] The target torque mentioned above can be the torque that provides steering force for vehicle steering.

[0039] In one alternative embodiment, the calculated base simulated torque, protection simulated torque, and road feel simulated torque are superimposed to obtain the target torque.

[0040] Step S108: Steering the vehicle based on the target torque.

[0041] In one optional embodiment, the target torque is sent to the vehicle control system, which controls the vehicle's steering system, motor control system, and brake and throttle control system according to the target torque. The vehicle control system also adjusts the target torque in real time based on the operating parameters of sensors or drive devices in each vehicle to enable the vehicle to complete the steering.

[0042] In another optional embodiment, the target torque is sent to the CAN bus, which then sends the target torque to the corresponding control device. The control device then controls the vehicle to steer according to the target torque. Figure 2 This is a schematic diagram of the structure of an optional communication frame for a steer-by-wire system according to an embodiment of the present invention, as shown below. Figure 2 As shown, the steer-by-wire system's communication frame consists of a road feel simulator and a steer-by-wire unit. The road feel simulator and the steer-by-wire unit communicate via a private CAN bus, while also communicating with a public CAN bus. After acquiring the target torque, the road feel simulator and the steer-by-wire unit steer the vehicle according to that torque, transmitting the steering feel to the driver through a mechanical transmission mechanism. This simulates steering feel and simultaneously provides road feedback, which further prompts the driver to adjust their driving behavior based on road conditions, thereby improving vehicle driving efficiency.

[0043] Through the above steps, the vehicle's state parameters and target assist can be obtained; multiple simulated torques can be determined based on the state parameters and target assist; the multiple simulated torques can be superimposed to obtain the target torque; and the vehicle can be steered based on the target torque. It is important to note that determining multiple simulated torques based on the vehicle's state parameters and target assist allows for a more realistic and comprehensive simulation of the forces acting on the vehicle during steering. Therefore, the target torque determined based on multiple simulated torques better reflects real-world steering scenarios. Consequently, the vehicle controlled by the target torque can transmit realistic road conditions to the driver, improving the driving experience. This achieves the technical effect of transmitting the mechanical transmission generated during vehicle steering to the driver, simulating steering feel, and thus solving the technical problem of a poor driving experience caused by the mechanical disconnection between the vehicle's intermediate shaft and the steering gear.

[0044] It should be noted that after obtaining the target torque that matches the real scene, the steering force is transmitted to the driver through the mechanical transmission mechanism by controlling the road feel simulation motor at the steering column end, thereby simulating the steering feel and obtaining road feel. The driver can then perceive the road conditions in time, change the driving strategy in time, and improve the vehicle's driving efficiency.

[0045] Optionally, multiple simulated torques are determined based on state parameters and target assistance, including: determining the vehicle's speed signal, steering angle signal, and position signal based on state parameters, wherein the steering angle signal is the signal output by the steering gear in the vehicle, and the position signal is the signal output by the motor in the vehicle; determining a basic simulated torque and a protective simulated torque based on the vehicle speed signal and steering angle signal, wherein the basic simulated torque is used to simulate the steering force experienced by the vehicle in a steering scenario, and the protective simulated torque is used to simulate the protective force experienced by the vehicle in a steering scenario; determining a road feel simulated torque based on the target assistance and position signal; and determining multiple simulated torques based on the basic simulated torque, the protective simulated torque, and the road feel simulated torque.

[0046] The aforementioned motor can be a device that converts electrical energy into mechanical energy. It generates force in a magnetic field through the current, thereby causing the equipment or machinery to operate. A motor typically consists of a stator and a rotor. The stator is the stationary part, usually composed of electromagnetic coils or permanent magnets. The rotor is the rotating part, usually made of conductors or magnetic materials.

[0047] The steering force mentioned above can be a force that changes the direction of the vehicle. It is generated by the combined action of the vehicle's steering system, steering mechanism, and steering control device. It can be generated through hydraulic power steering systems, electric power steering systems, or direct mechanical transmission. Hydraulic power steering systems use hydraulic pressure to increase steering force, electric power steering systems provide steering force through an electric motor, while direct mechanical transmission requires the driver to manually turn the steering wheel to generate steering force. Different types of steering systems will have different methods for generating and transmitting steering force.

[0048] In one optional embodiment, vehicle state parameters are statistically integrated to determine vehicle speed, steering angle, and position signals. A basic simulated torque is calculated based on the vehicle speed and steering angle signals, and a protective simulated torque is calculated based on the steering angle signal. The working range of the protective simulated torque is set at the end of the steering angle formation, and this working range can adaptively change according to different vehicle driving modes or speed ratios. The target assist is determined based on the steering motor control assist current, and road feel simulated torque is calculated by combining the position signal with feedback from the steering load. Multiple simulated torques are then determined from the basic simulated torque, the protective simulated torque, and the road feel simulated torque.

[0049] Optionally, the road feel simulation torque is determined based on the target assist and position signal, including: using the target model to obtain the target rack force estimate based on the target assist and position signal, wherein the target model is constructed by a spatial state equation; and adjusting the target rack force estimate based on a preset interval to obtain the road feel simulation torque.

[0050] The aforementioned target rack force estimate can be an estimate of the force generated between the rack and the vehicle tires during vehicle operation.

[0051] The aforementioned target model can be a dynamic model constructed from spatial state equations, used to estimate the target rack force. The spatial state equations can be equations describing the object's position in space and the change of its velocity over time, and can be, but are not limited to, Newton's second law, the Euler-Lagrange equations, and Hamilton's equations.

[0052] The aforementioned preset range can be a simulation calculation range pre-set according to specific circumstances, used to adjust the estimated value of the target rack force, avoid excessive data differences, and filter out unreasonable data. This includes, but is not limited to: preset amplitude range and preset frequency range. Specifically, the preset amplitude range can be a range of rack fluctuation amplitude pre-set according to specific circumstances. The preset frequency range can be a range of rack fluctuation frequency pre-set according to specific circumstances.

[0053] In one optional embodiment, a target model is constructed using a spatial state equation. The target model is then used to estimate the rack force based on the target assist and position signals, resulting in an estimated target rack force value. This estimated value is then proportionally adjusted according to a preset range of the actual rack force value to obtain a road feel simulation torque. The actual rack force value can be the magnitude of the rack force generated by the vehicle driving in a real environment.

[0054] In another optional embodiment, a target model is constructed using a spatial state equation. The target model is used to estimate the rack force according to the target assist and position signal to calculate the target rack force estimate. The target rack force estimate is then adjusted according to a preset interval so that the target rack force estimate is within the preset interval, thereby obtaining the road feel simulation torque.

[0055] Optionally, the target rack force estimate is obtained using the target model based on the target assist and position signal, which includes: obtaining an initial rack force estimate using the target model based on the target assist and position signal; determining the road surface state corresponding to the initial rack force estimate based on a preset correspondence, wherein the preset correspondence is used to represent the correspondence between the rack force estimate and the road surface state; and calibrating the initial rack force estimate based on the road surface state to obtain the target rack force estimate.

[0056] The initial rack force estimate mentioned above can be an unadjusted rack force estimate, or it can be any rack force estimate calculated based on the target assist and position signals. Specifically, the rack force estimate can be a value calculated by simulating the rack force of the current vehicle.

[0057] The aforementioned preset correspondence can be a correspondence set in advance based on the relationship between the rack force estimate and the road surface condition.

[0058] In one optional embodiment, the initial rack force estimate is calculated using the target model based on the target assist and position signal. The initial rack force estimate is then compared with the road surface condition according to a preset correspondence to find the road surface condition corresponding to the initial rack force estimate. The road surface condition is then used to calibrate the initial rack force estimate to determine the target rack force estimate.

[0059] In another optional embodiment, an initial rack force estimate is calculated using the target model based on the target assist and position signals. This initial rack force estimate is then compared with the actual rack force values ​​of the target assist and position signals in the real scene. If the difference is significant, the initial rack force estimate is determined to be invalid. If the difference is within a valid range, it is determined to be the target rack force estimate.

[0060] Optionally, the initial rack force estimate is calibrated based on the road surface condition to obtain the target rack force estimate, including: determining a preset proportional coefficient corresponding to the road surface condition, wherein the preset proportional coefficient is used to represent the proportional relationship between the rack force estimate and the actual rack force; and calibrating the initial rack force estimate based on the preset proportional coefficient to obtain the target rack force estimate.

[0061] The aforementioned preset proportional coefficient can be a proportional coefficient between the estimated rack force value and the actual value, which is set in advance according to specific circumstances.

[0062] In one optional embodiment, the actual value of the rack force corresponding to the current road surface condition is determined based on the current road surface condition, and the proportional relationship between the actual value of the rack force and the estimated value of the rack force is determined. A preset proportional coefficient corresponding to the road surface condition is obtained, and the initial rack force estimate is calibrated based on the preset proportional coefficient to determine the target rack force estimate.

[0063] Optionally, the preset interval includes: a preset amplitude interval and a preset frequency interval. Adjusting the target rack force estimate based on the preset interval to obtain the road feel simulation torque includes: determining the initial rack force fluctuation amplitude and the initial rack force fluctuation frequency based on the target rack force estimate; adjusting the initial rack force fluctuation amplitude based on the preset amplitude interval to obtain the target rack force fluctuation amplitude; adjusting the initial rack force fluctuation frequency based on the preset frequency interval to obtain the target rack force fluctuation frequency; and determining the road feel simulation torque based on the target rack force fluctuation amplitude and the target rack force fluctuation frequency.

[0064] The aforementioned initial rack force fluctuation range can be the unadjusted rack force fluctuation range, the rack force fluctuation range determined directly based on the target rack force estimate, or a fluctuation range that does not meet the requirements.

[0065] The aforementioned initial rack force fluctuation frequency can be the unadjusted rack force fluctuation frequency, the rack force fluctuation frequency determined directly based on the target rack force estimate, or a fluctuation frequency that does not meet the requirements.

[0066] The target rack force fluctuation amplitude mentioned above can be the adjusted rack force fluctuation amplitude, which is the rack force fluctuation amplitude within a preset amplitude range.

[0067] The target rack force fluctuation frequency mentioned above can be the adjusted rack force fluctuation frequency, or the rack fluctuation frequency within a preset frequency range.

[0068] In one optional embodiment, the initial rack force fluctuation amplitude and frequency are determined based on the target rack force estimate. Since the initial rack force fluctuation amplitude and frequency are determined based on the target rack force estimate, their fluctuation amplitude and frequency may not be within the actual model range. Therefore, it is necessary to further limit the initial rack force fluctuation amplitude and frequency using preset amplitude and frequency ranges. The initial rack force fluctuation amplitude is determined within the preset amplitude range to obtain the target rack force fluctuation amplitude. Similarly, the initial rack force fluctuation frequency is determined within the preset frequency range to obtain the target rack force fluctuation frequency. Finally, the road feel simulation torque is determined based on the target rack force fluctuation amplitude and frequency.

[0069] Optionally, the basic simulated torque is determined based on the vehicle speed signal and the steering angle signal, including: determining the initial basic simulated torque based on the vehicle speed signal and the steering angle signal; calibrating the initial basic simulated torque based on a preset vehicle speed range and a preset steering angle range to obtain the basic simulated torque.

[0070] The initial basic simulated torque mentioned above can be the angular force simulated based on the vehicle speed and turning angle, and some of the data may not meet the requirements of the initial data.

[0071] The aforementioned preset speed range can be a speed range set in advance based on actual conditions.

[0072] The aforementioned preset turning angle range can be a vehicle turning angle range set in advance according to the actual situation.

[0073] In one optional embodiment, the vehicle's steering angle and speed signals are acquired in real time, and an initial basic simulated torque is determined based on these signals. The initial basic simulated torque corresponding to the vehicle speed signal within a preset speed range and the steering angle signal within a preset steering angle range is calibrated as the basic simulated torque. The initial basic simulated torque takes into account vehicle friction compensation, damping compensation, inertia compensation, and center zone torque compensation.

[0074] In another optional embodiment, when the vehicle's turning angle signal is within a preset turning angle range, the initial basic simulated torque is determined based on the vehicle's speed signal, and the initial basic simulated torque is calibrated based on the vehicle speed signal within the preset speed range. Data in the initial basic simulated torque whose vehicle speed signal is not within the preset speed range is filtered out, thereby determining the basic simulated torque and removing data that does not meet the requirements.

[0075] Figure 3 This is a flowchart of an optional vehicle steering control method according to an embodiment of the present invention, such as... Figure 3 As shown, the steps are as follows:

[0076] Step S301: Obtain the vehicle's status parameters and target assistance in real time.

[0077] Step S302: Calculate the basic simulated torque, protection simulated torque, and road feel simulated torque based on the state parameters and target assistance.

[0078] Step S303: Filter out data that does not meet the requirements.

[0079] Step S304: Determine the target torque.

[0080] Step S305: The target torque is transmitted to the control module.

[0081] Step S306: The control module operates according to the target torque.

[0082] Example 2

[0083] According to another aspect of the present invention, a vehicle steering control device is also provided. This device can execute the vehicle steering control method in the above embodiments. The specific implementation and preferred application scenarios are the same as those in the above embodiments, and will not be described in detail here.

[0084] Figure 4 This is a schematic diagram of a vehicle steering control device according to an embodiment of the present invention, such as... Figure 4 As shown, the device includes the following components: an acquisition module 40, a determination module 42, an overlay module 44, and a control module 46.

[0085] The acquisition module 40 is used to acquire the vehicle's state parameters and target assistance, wherein the target assistance is used to represent the assistance received by the vehicle when driving on the target road surface.

[0086] The determination module 42 is used to determine multiple simulated torques based on state parameters and target assistance, wherein the multiple simulated torques are used to represent the forces experienced by the simulated vehicle in a steering scenario;

[0087] The superposition module 44 is used to superimpose multiple simulated torques to obtain the target torque;

[0088] Control module 46 is used to control the vehicle's steering based on the target torque.

[0089] Optionally, the determining module includes: a first determining unit, used to determine the vehicle speed signal, steering angle signal, and position signal based on state parameters, wherein the steering angle signal is the signal output by the steering gear in the vehicle, and the position signal is the signal output by the motor in the vehicle; a second determining unit, used to determine a basic simulated torque and a protective simulated torque based on the vehicle speed signal and the steering angle signal, wherein the basic simulated torque is used to simulate the steering force experienced by the vehicle in a steering scenario, and the protective simulated torque is used to simulate the protective force experienced by the vehicle in a steering scenario; a third determining unit, used to determine a road feel simulated torque based on the target assist and position signal; and a fourth determining unit, used to determine multiple simulated torques based on the basic simulated torque, the protective simulated torque, and the road feel simulated torque.

[0090] Optionally, the third determining unit includes: an acquisition subunit, used to obtain a target rack force estimate based on the target assist and position signal using the target model, wherein the target model is constructed by a spatial state equation; and an adjustment subunit, used to adjust the target rack force estimate based on a preset interval to obtain a road feel simulation torque.

[0091] Optionally, obtaining the sub-unit includes: using the target model to obtain an initial rack force estimate based on the target assist and position signal; determining the road surface state corresponding to the initial rack force estimate based on a preset correspondence, wherein the preset correspondence is used to represent the correspondence between the rack force estimate and the road surface state; and calibrating the initial rack force estimate based on the road surface state to obtain a target rack force estimate.

[0092] Optionally, the first acquisition subunit further includes: determining a preset proportional coefficient corresponding to the road surface state, wherein the preset proportional coefficient is used to represent the proportional relationship between the estimated rack force and the actual rack force; calibrating the initial rack force estimate based on the preset proportional coefficient to obtain the target rack force estimate.

[0093] Optionally, adjusting the sub-unit includes: determining the initial rack force fluctuation amplitude and the initial rack force fluctuation frequency based on the target rack force estimate; adjusting the initial rack force fluctuation amplitude based on a preset amplitude range to obtain the target rack force fluctuation amplitude; adjusting the initial rack force fluctuation frequency based on a preset frequency range to obtain the target rack force fluctuation frequency; and determining the road feel simulation torque based on the target rack force fluctuation amplitude and the target rack force fluctuation frequency.

[0094] Optionally, the second determining unit includes: a determining subunit, used to determine the initial basic simulated torque based on the vehicle speed signal and the steering angle signal; and a calibration subunit, used to calibrate the initial basic simulated torque based on a preset vehicle speed range and a preset steering angle range to obtain the basic simulated torque.

[0095] Example 3

[0096] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the execution of the vehicle steering control method of any one of the above embodiments in the processor of the device.

[0097] Example 4

[0098] According to another aspect of the present invention, a vehicle is also provided, comprising: one or more processors; a storage device for storing one or more programs; wherein when the one or more programs are executed by the one or more processors, the one or more processors perform the vehicle steering control method of any of the above embodiments.

[0099] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0100] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0101] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0102] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0103] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0104] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0105] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A vehicle steering control method, characterized in that, include: The vehicle's state parameters and target assistance are obtained, wherein the target assistance is used to represent the assistance received by the vehicle when it is driving on the target road surface; Based on the state parameters and the target assistance, multiple simulated torques are determined, wherein the multiple simulated torques are used to represent the forces acting on the vehicle in a steering scenario. The target torque is obtained by superimposing the multiple simulated torques. The vehicle is steered based on the target torque; The method of determining multiple simulated torques based on the state parameters and the target assist includes: determining the vehicle's speed signal, steering angle signal, and position signal based on the state parameters, wherein the steering angle signal is a signal output by the steering gear in the vehicle, and the position signal is a signal output by the motor in the vehicle; determining a basic simulated torque and a protective simulated torque based on the speed signal and the steering angle signal, wherein the basic simulated torque is used to simulate the steering force experienced by the vehicle in the steering scenario, and the protective simulated torque is used to simulate the protective force experienced by the vehicle in the steering scenario; determining a road feel simulated torque based on the target assist and the position signal; and determining the multiple simulated torques based on the basic simulated torque, the protective simulated torque, and the road feel simulated torque.

2. The vehicle steering control method according to claim 1, characterized in that, Based on the target assist and the position signal, the road feel simulation torque is determined, including: Using the target model based on the target assist and the position signal, the target rack force estimate is obtained, wherein the target model is constructed by a spatial state equation; The estimated value of the target rack force is adjusted based on a preset interval to obtain the simulated road feel torque.

3. The vehicle steering control method according to claim 2, characterized in that, Using the target model based on the target assist and the position signal, an estimated value of the target rack force is obtained, which includes: Using the target model based on the target assist and the position signal, an initial rack force estimate is obtained; The road surface state corresponding to the initial rack force estimate is determined based on a preset correspondence, wherein the preset correspondence is used to represent the correspondence between the rack force estimate and the road surface state; The initial rack force estimate is calibrated based on the road surface condition to obtain the target rack force estimate.

4. The vehicle steering control method according to claim 3, characterized in that, Based on the road surface condition, the initial rack force estimate is calibrated to obtain the target rack force estimate, including: A preset proportional coefficient is determined for the road surface condition, wherein the preset proportional coefficient is used to represent the proportional relationship between the estimated rack force and the actual rack force. The initial rack force estimate is calibrated based on the preset proportional coefficient to obtain the target rack force estimate.

5. The vehicle steering control method according to claim 2, characterized in that, The preset interval includes: a preset amplitude interval and a preset frequency interval. The target rack force estimate is adjusted based on the preset interval to obtain the road feel simulation torque, including: The initial rack force fluctuation amplitude and the initial rack force fluctuation frequency are determined based on the target rack force estimate. The initial rack force fluctuation amplitude is adjusted based on a preset amplitude range to obtain the target rack force fluctuation amplitude; The initial rack force fluctuation frequency is adjusted based on a preset frequency range to obtain the target rack force fluctuation frequency; The road feel simulation torque is determined based on the target rack force fluctuation amplitude and the target rack force fluctuation frequency.

6. The vehicle steering control method according to claim 1, characterized in that, Based on the vehicle speed signal and the steering angle signal, the basic simulated torque is determined, including: Based on the vehicle speed signal and the steering angle signal, the initial basic simulated torque is determined; The initial basic simulated torque is calibrated based on a preset vehicle speed range and a preset turning angle range to obtain the basic simulated torque.

7. A vehicle steering control device, characterized in that, include: The acquisition module is used to acquire the vehicle's state parameters and target assistance, wherein the target assistance is used to represent the assistance received by the vehicle when driving on the target road surface; The determination module is used to determine multiple simulated torques based on the state parameters and the target assistance, wherein the multiple simulated torques are used to represent the forces acting on the vehicle in a steering scenario. The superposition module is used to superimpose the multiple simulated torques to obtain the target torque; The control module is used to control the vehicle to steer based on the target torque; The determining module is further configured to determine the vehicle speed signal, steering angle signal, and position signal based on the state parameters, wherein the steering angle signal is a signal output by the steering gear in the vehicle, and the position signal is a signal output by the motor in the vehicle; determine a basic simulated torque and a protective simulated torque based on the vehicle speed signal and the steering angle signal, wherein the basic simulated torque is used to simulate the steering force experienced by the vehicle in the steering scenario, and the protective simulated torque is used to simulate the protective force experienced by the vehicle in the steering scenario; determine a road feel simulated torque based on the target assist and the position signal; and determine the plurality of simulated torques based on the basic simulated torque, the protective simulated torque, and the road feel simulated torque.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the execution of the vehicle steering control method according to any one of claims 1 to 6 in the processor of the device.

9. A vehicle, characterized in that, include: One or more processors; Storage device for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors perform the vehicle steering control method according to any one of claims 1 to 6.

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