Method and device for suppressing overshoot based on EPS system, electronic equipment and storage medium

Abstract

Embodiments of the present application disclose a method and device for suppressing overshoot during steering wheel return, electronic equipment and storage medium based on an EPS system, wherein the method comprises: calculating a hand force action range coefficient of return suppression force according to a collected steering wheel torque signal; calculating a vehicle speed influence range coefficient of return suppression force according to a collected vehicle speed; calculating a target return rotation speed of return suppression force according to a collected steering wheel rotation angle signal; and calculating the return overshoot suppression force according to the hand force action range coefficient, the vehicle speed influence range coefficient and the target return rotation speed, so that the return overshoot suppression force is applied when the steering wheel return speed exceeds the current target rotation speed. The influence of the collected error data on the calculation result of the return overshoot suppression force can be effectively avoided, and the return overshoot suppression stability is improved. Negative effects in the driving process caused by the steering wheel return overshoot are avoided.

Description

Technical Field

[0001] This invention relates to the field of EPS technology, and in particular to a method, apparatus, electronic device, and storage medium for suppressing overshoot in EPS systems. Background Technology

[0002] An electric power steering system is a power steering system that directly relies on an electric motor to provide auxiliary torque. It typically consists of a torque sensor, a steering angle sensor, a vehicle speed sensor, a power steering motor, a reduction gear, and an electronic control unit (ECU). The working principle of an electric power steering system is that the ECU obtains the driver's hand force signal through the torque sensor and the steering wheel angle signal through the steering angle sensor. Combined with information such as vehicle speed, it determines the direction of rotation and the magnitude of the assist current, thus achieving real-time control of the power steering. Therefore, it can easily provide different levels of assistance from the electric motor at different vehicle speeds, ensuring that the car is light and agile when turning at low speeds and stable and reliable when turning at high speeds.

[0003] When vehicles equipped with traditional mechanical steering systems or hydraulic power steering systems are in motion, the steering wheel can automatically return to its neutral position using the self-centering torque from the ground. This self-centering characteristic provides the driver with excellent directional feel and reduces the difficulty of steering operations. However, during driving, self-centering overshoot can cause vehicle sway, resulting in driving discomfort and safety hazards. Sometimes, the cause of self-centering overshoot is not the EPS system itself, but rather the influence of the vehicle's chassis suspension, toe-in, and other mechanical structures or their installation positions. This can lead to overshoot even without EPS self-centering assistance when the vehicle significantly returns the steering wheel to its center position during driving. To avoid overshoot, existing technologies comprehensively consider factors that cause overshoot, namely speed, driver's hand force, and steering wheel angle. The target steering wheel return speed required at the current steering wheel angle is calculated using the steering wheel angle and vehicle speed, and the driver's hand force is used to correct for this target return speed.

[0004] In the process of realizing this invention, the inventors discovered the following technical problem: When using the above method to suppress return overshoot, the accuracy of the data collected on steering wheel angle and vehicle speed is required to be high. If error data occurs, it will suppress return overshoot and reduce the stability of return overshoot. Summary of the Invention

[0005] This invention provides a method, apparatus, electronic device, and storage medium for suppressing overshoot based on an EPS system, in order to solve the technical problem of poor stability in suppressing overshoot in the prior art.

[0006] In a first aspect, embodiments of the present invention provide a method for suppressing positive overshoot based on an EPS system, comprising:

[0007] The range coefficient of the hand force for the return-to-center inhibition force is calculated based on the collected steering wheel torque signal.

[0008] The vehicle speed influence range coefficient of the positive correction inhibition force is calculated based on the collected vehicle speed.

[0009] The target return speed of the return-to-center resistance force is calculated based on the collected steering wheel rotation angle signal;

[0010] The overshoot suppression force for returning to center is calculated based on the manual force range coefficient, the vehicle speed influence range coefficient, and the target returning speed.

[0011] When the steering wheel return speed exceeds the current target speed, the return overshoot suppression force is applied;

[0012] The overshoot suppression force for returning to center, calculated based on the hand force range coefficient, the vehicle speed influence range coefficient, and the target returning speed, is achieved in the following manner:

[0013] I = Kt × Kv × (Wg - W) × k, where I is the overshoot suppression force for centering, Kt is the coefficient of the range of manual force, Kv is the coefficient of the range of vehicle speed influence, Wg is the target centering speed, and k is the calibration coefficient of the ESP system.

[0014] Secondly, embodiments of the present invention also provide an apparatus for suppressing overshoot based on an EPS system, comprising:

[0015] The manual force range coefficient calculation module is used to calculate the manual force range coefficient of the return-to-center inhibition force based on the collected steering wheel torque signal.

[0016] The vehicle speed influence range coefficient calculation module is used to calculate the vehicle speed influence range coefficient of the homing inhibition force based on the collected vehicle speed.

[0017] The target return speed range coefficient calculation module is used to calculate the target return speed of the return inhibition force based on the collected steering wheel rotation angle signal;

[0018] The overshoot suppression force calculation module is used to calculate the overshoot suppression force based on the hand force range coefficient, the vehicle speed influence range coefficient and the target return speed, so that the overshoot suppression force is applied when the steering wheel return speed exceeds the current target speed.

[0019] The overshoot suppression force calculation module is implemented in the following manner:

[0020] I = Kt × Kv × (Wg - W) × k, where I is the overshoot suppression force for centering, Kt is the coefficient of the range of manual force, Kv is the coefficient of the range of vehicle speed influence, Wg is the target centering speed, and k is the calibration coefficient of the ESP system.

[0021] Thirdly, embodiments of the present invention also provide an electronic device, comprising:

[0022] One or more processors;

[0023] Storage device for storing one or more programs.

[0024] When the one or more programs are executed by the one or more processors, the one or more processors implement the overshoot suppression method based on the EPS system provided in the above embodiments.

[0025] Fourthly, embodiments of the present invention also provide a storage medium containing computer-executable instructions, which, when executed by a computer processor, are used to perform the overshoot suppression method based on the EPS system provided in the above embodiments.

[0026] The present invention provides a method, device, electronic device, and storage medium for suppressing overshoot return to center based on an EPS system. This method calculates the hand force range coefficient of the return-to-center suppression force based on the collected steering wheel torque signal; calculates the vehicle speed influence range coefficient of the return-to-center suppression force based on the collected vehicle speed; and calculates the target return-to-center speed based on the collected steering wheel rotation angle signal. The return-to-center overshoot suppression force is then calculated based on the hand force range coefficient, vehicle speed influence range coefficient, and target return-to-center speed, ensuring that the return-to-center overshoot suppression force is applied when the steering wheel return speed exceeds the current target speed. The return-to-center overshoot suppression force can be calculated by comprehensively considering three factors affecting overshoot, achieving accurate calculation under different conditions. Simultaneously, various collected data and threshold coefficients calibrated according to actual vehicle conditions are used to calculate range coefficients, which are then used to calculate the return-to-center overshoot suppression force. This effectively avoids the influence of collected error data on the calculation result of the return-to-center overshoot suppression force, improving the stability of return-to-center overshoot suppression. It also avoids negative impacts on driving caused by steering wheel return-to-center overshoot. Attached Figure Description

[0027] Other features, objects, and advantages of the invention will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0028] Figure 1 This is a flowchart illustrating the positive overshoot suppression method based on an EPS system provided in Embodiment 1 of the present invention.

[0029] Figure 2This is a schematic diagram showing the relationship between the hand force range coefficient and the steering wheel hand force in the EPS system-based overshoot suppression method provided in Embodiment 1 of the present invention.

[0030] Figure 3 This is a schematic diagram showing the relationship between the vehicle speed and the speed in the method for suppressing overshoot based on an EPS system provided in Embodiment 1 of the present invention.

[0031] Figure 4 This is a schematic diagram showing the relationship between the target return speed and the steering wheel angle in the return overshoot suppression method based on the EPS system provided in Embodiment 1 of the present invention;

[0032] Figure 5 This is a schematic diagram of the device for suppressing overshoot based on an EPS system provided in Embodiment 2 of the present invention;

[0033] Figure 6 This is a structural diagram of the electronic device provided in Embodiment 3 of the present invention. Detailed Implementation

[0034] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0035] Example 1

[0036] Figure 1 This is a flowchart of the overshoot suppression method based on the EPS system provided in Embodiment 1 of the present invention. This embodiment is applicable to situations where permissions are set for multiple paragraph regions in a collaborative document. This method can be executed by an EPS system-based overshoot suppression method device and can be integrated into an electronic device. Specifically, it includes the following steps:

[0037] Step 110: Calculate the range coefficient of the hand force for the return-to-center inhibition force based on the collected steering wheel torque signal.

[0038] In this embodiment, the steering wheel torque signal can be collected by a sensor, and the driver's hand force can be obtained through the correspondence between the steering wheel torque signal and the driver's hand force.

[0039] Accordingly, the step of calculating the range coefficient of the hand force for the return-to-center inhibition force based on the collected steering wheel torque signal may include:

[0040] Determine whether the hand force T corresponding to the currently acquired steering wheel torque signal is between the hand force inflection point T1 and the hand force saturation point T2. If it is between the hand force inflection point T1 and the hand force saturation point T2, obtain the hand force range coefficient of the centering suppression force based on the proportion of the current hand force corresponding to the acquired steering wheel torque signal within the interval between the hand force inflection point T1 and the hand force saturation point T2. This is achieved in the following way:

[0041] Where T represents the current hand force corresponding to the collected steering wheel torque signal.

[0042] In addition, when the hand force T corresponding to the currently collected steering wheel torque signal is less than the hand force inflection point T1, the hand force range coefficient of the return-to-center suppression force is set to 1.

[0043] When the hand force T corresponding to the currently collected steering wheel torque signal is greater than the hand force saturation point T2, the hand force range coefficient of the centering suppression force is set to 0.

[0044] Specifically,

[0045] The function of the hand force range coefficient of the return-to-center resistance is to limit the final return-to-center resistance. The greater the hand force applied, the lower the return-to-center resistance is limited, thus avoiding negative feelings for the driver when returning the steering wheel to center. Figure 2 This is a schematic diagram illustrating the relationship between the hand force range coefficient and the steering wheel hand force in the EPS system-based overshoot suppression method provided in Embodiment 1 of the present invention. Figure 2 As can be seen, by using the above method, the coefficient of the manual force of the aligning suppression force can be linearly processed within a certain range, making the coefficient of the manual force of the aligning suppression force smoother, so that the aligning overshoot suppression force calculated later will not fluctuate.

[0046] The hand force inflection point T1 and hand force saturation point T2 can be set according to different drivers. In this embodiment, an adjustment interface can be retained to facilitate later adjustments and changes based on the actual driving situation to adapt to personalized driving needs. That is, when the EPS system is calibrated on a real vehicle, the two characteristic points T1 and T2 are adjusted and determined based on the driving feel to ensure that the return-to-center suppression force does not produce a negative driving feel for the driver. They can be set as empirical parameters at around 1Nm-2Nm, and fine-tuned according to different vehicle models or EPS models.

[0047] Step 120: Calculate the speed influence range coefficient of the return-to-center suppression force based on the collected vehicle speed.

[0048] For example, the step of calculating the vehicle speed influence range coefficient of the self-alignment suppression force based on the collected vehicle speed may include:

[0049] To determine whether the currently collected vehicle speed V is between the initial speed point V1 and the speed saturation point V2, if it is, the vehicle speed influence range coefficient Kv of the corrective force is calculated based on the proportion of the currently collected vehicle speed V between the hand force inflection point T1 and the initial speed point V1 and the speed saturation point V2. This is achieved in the following way:

[0050] Where V is the currently collected vehicle speed.

[0051] Furthermore, the calculation of the speed influence range coefficient of the return-to-center suppression force based on the collected vehicle speed may also include: setting the speed influence range coefficient of the return-to-center suppression force to 0 when the currently collected vehicle speed V is less than the vehicle speed starting point V1; and setting the speed influence range coefficient of the return-to-center suppression force to 1 when the currently collected vehicle speed V is greater than the vehicle speed saturation point V2.

[0052] Specifically,

[0053] Figure 3 This is a schematic diagram illustrating the relationship between the vehicle speed influence range coefficient of the homing suppression force and the vehicle speed in the homing overshoot suppression method based on the EPS system provided in Embodiment 1 of the present invention. Figure 3 As can be seen, by using the above method, the speed influence range coefficient of the self-centering suppression force can be linearly processed within a certain range, making the coefficient of the speed influence range of the self-centering suppression force smoother, so that the self-centering overshoot suppression force calculated later will not fluctuate. This makes the transition of the self-centering suppression force with vehicle speed more linear.

[0054] Both the initial speed point V1 and the speed saturation point V2 can be adjusted using debugging interfaces. This means that the overshoot suppression force will not act across the entire speed range, but only within the speed range where the overshoot phenomenon occurs. Different vehicle models may have different speed ranges where the overshoot occurs due to differences in chassis and body structure. For example, when applied to a large van, V1 and V2 are set at 15km / h and 50km / h, while when applied to an SUV, V1 and V2 are set at 25km / h and 60km / h. Therefore, different vehicle models can be adapted according to this debugging interface.

[0055] Step 130: Calculate the target return speed of the return-to-center resistance force based on the collected steering wheel rotation angle signal.

[0056] The step of calculating the target return-to-center speed based on the collected steering wheel rotation angle signal can include: determining whether the currently collected steering wheel rotation angle A is between the steering wheel angle starting point angle A1 and the steering wheel angle saturation point angle A2; if it is between the steering wheel angle starting point A1 and the steering wheel angle saturation point A2, and based on the ratio of the steering wheel rotation angle A between the hand force inflection point T1 and the steering wheel angle starting point A1 and the steering wheel angle saturation point A2, and the maximum value of the target return-to-center speed W... max The target homing rotational speed Wg, which calculates the homing resistance force, is achieved as follows:

[0057] Where A is the currently collected steering wheel rotation angle.

[0058] Furthermore, the calculation of the target return speed of the return-to-center suppression force based on the collected steering wheel rotation angle signal also includes: setting the target return speed of the return-to-center suppression force to 0 when the currently collected steering wheel rotation angle A is less than the steering wheel angle starting point angle A1; and setting the target return speed of the return-to-center suppression force to the maximum target return speed W when the currently collected steering wheel rotation angle A is greater than the steering wheel angle saturation point angle A2. max .

[0059] Specifically,

[0060] Figure 4 This is a schematic diagram illustrating the relationship between the target return speed and the steering wheel angle in the return overshoot suppression method based on an EPS system provided in Embodiment 1 of the present invention. Figure 4 As can be seen, the target return speed of the return-to-center force can be linearly related within a certain range using the above method. Furthermore, considering the relationship between the steering angle and vehicle speed, the target return speed of the return-to-center force is made smoother, ensuring that the calculated return-to-center overshoot suppression force does not fluctuate. This means that during vehicle operation, the greater the angle through which the steering wheel is turned, the greater the resulting return-to-center force. A reasonable target return speed can be designed based on the current steering wheel angle to adjust the actual return-to-center speed.

[0061] Step 140: Calculate the overshoot suppression force for centering back based on the hand force range coefficient, the vehicle speed influence range coefficient, and the target centering speed.

[0062] The overshoot suppression force for returning to center, calculated based on the hand force range coefficient, the vehicle speed influence range coefficient, and the target returning speed, is achieved in the following manner:

[0063] I = Kt × Kv × (Wg - W) × k, where I is the overshoot suppression force, Kt is the hand force range coefficient, Kv is the vehicle speed influence range coefficient, Wg is the target return speed, and k is the ESP system calibration adjustment coefficient. The overshoot suppression force can be calculated by multiplying the hand force range coefficient, vehicle speed influence range coefficient, and the change in the target return speed by the adjustment coefficient. By subtracting Wg from Wg, the overshoot suppression force can be applied when the steering wheel return speed exceeds the current target speed. At normal speeds, overshoot intervention is avoided.

[0064] This embodiment receives a method for suppressing overshoot return to center based on an EPS system. It calculates the hand force range coefficient of the return-to-center suppression force based on the collected steering wheel torque signal; calculates the vehicle speed influence range coefficient of the return-to-center suppression force based on the collected vehicle speed; and calculates the target return-to-center speed based on the collected steering wheel rotation angle signal. The return-to-center overshoot suppression force is then calculated based on the hand force range coefficient, vehicle speed influence range coefficient, and target return-to-center speed, ensuring that the return-to-center overshoot suppression force is applied when the steering wheel return speed exceeds the current target speed. The return-to-center overshoot suppression force can be calculated by comprehensively considering three factors affecting overshoot, achieving accurate calculation under different conditions. Simultaneously, various collected data and threshold coefficients calibrated according to actual vehicle conditions are used to calculate range coefficients, which are then used to calculate the return-to-center overshoot suppression force. This effectively avoids the influence of collected error data on the calculation result of the return-to-center overshoot suppression force, improving the stability of return-to-center overshoot suppression. It avoids negative impacts on the driving process caused by steering wheel return-to-center overshoot.

[0065] Example 2

[0066] Figure 5 This is a schematic diagram of the structure of the device for suppressing overshoot based on an EPS system provided in an embodiment of the present invention, as shown below. Figure 5 As shown, the device includes:

[0067] The hand force range coefficient calculation module 210 is used to calculate the hand force range coefficient of the return-to-center inhibition force based on the collected steering wheel torque signal;

[0068] The vehicle speed influence range coefficient calculation module 220 is used to calculate the vehicle speed influence range coefficient of the homing inhibition force based on the collected vehicle speed.

[0069] The target return speed range coefficient calculation module 230 is used to calculate the target return speed of the return inhibition force based on the collected steering wheel rotation angle signal;

[0070] The overshoot suppression force calculation module 240 is used to calculate the overshoot suppression force based on the hand force range coefficient, the vehicle speed influence range coefficient and the target return speed, so that the overshoot suppression force is applied when the steering wheel return speed exceeds the current target speed.

[0071] The overshoot suppression force calculation module is implemented in the following manner:

[0072] I = Kt × Kv × (Wg - W) × k, where I is the overshoot suppression force for centering, Kt is the coefficient of the range of manual force, Kv is the coefficient of the range of vehicle speed influence, Wg is the target centering speed, and k is the calibration coefficient of the ESP system.

[0073] The EPS system-based overshoot suppression method and device provided in this embodiment calculates the hand force range coefficient of the return-to-center suppression force based on the collected steering wheel torque signal; calculates the vehicle speed influence range coefficient of the return-to-center suppression force based on the collected vehicle speed; calculates the target return-to-center speed of the return-to-center suppression force based on the collected steering wheel rotation angle signal; and calculates the return-to-center overshoot suppression force based on the hand force range coefficient, vehicle speed influence range coefficient, and target return-to-center speed. This ensures that the return-to-center overshoot suppression force is applied when the steering wheel return speed exceeds the current target speed. The return-to-center overshoot suppression force can be calculated by comprehensively considering three factors affecting overshoot, achieving accurate calculation under different conditions. Simultaneously, various collected data and threshold coefficients calibrated according to actual vehicle conditions are used to calculate range coefficients, and these range coefficients are then used to calculate the return-to-center overshoot suppression force. This effectively avoids the influence of collected error data on the calculation result of the return-to-center overshoot suppression force, improving the stability of return-to-center overshoot suppression. It also avoids negative impacts on the driving process caused by steering wheel return-to-center overshoot.

[0074] Based on the above embodiments, the hand force application range coefficient calculation module includes:

[0075] The first judgment unit is used to determine whether the hand force T corresponding to the currently collected steering wheel torque signal is between the hand force inflection point T1 and the hand force saturation point T2. When it is between the hand force inflection point T1 and the hand force saturation point T2, the hand force range coefficient of the centering suppression force is obtained according to the ratio of the current hand force corresponding to the collected steering wheel torque signal in the interval between the hand force inflection point T1 and the hand force saturation point T2. This is achieved in the following way:

[0076] Where T represents the current hand force corresponding to the collected steering wheel torque signal.

[0077] Based on the above embodiments, the vehicle speed influence range coefficient calculation module includes:

[0078] The second judgment unit is used to determine whether the currently collected vehicle speed V is between the vehicle speed starting point V1 and the vehicle speed saturation point V2. When it is between the vehicle speed starting point V1 and the vehicle speed saturation point V2, the vehicle speed influence range coefficient Kv of the corrective force is calculated based on the ratio of the currently collected vehicle speed V between the hand force inflection point T1 and the vehicle speed starting point V1 and the vehicle speed saturation point V2. This is achieved in the following way:

[0079] Where T represents the current hand force corresponding to the collected steering wheel torque signal.

[0080] Based on the above embodiments, the target return speed range coefficient calculation module includes:

[0081] The third judgment unit is used to determine whether the currently collected steering wheel rotation angle A is between the steering wheel angle starting point angle A1 and the steering wheel angle saturation point angle A2. When it is between the steering wheel angle starting point A1 and the steering wheel angle saturation point A2, it determines whether the steering wheel rotation angle A is between the hand force inflection point T1 and the steering wheel angle starting point A1 and the steering wheel angle saturation point A2, and the maximum target return speed W. max The target homing rotational speed Wg, which calculates the homing resistance force, is achieved as follows:

[0082]

[0083] Based on the above embodiments, the hand force application range coefficient calculation module further includes:

[0084] The first setting unit for the hand force range coefficient is used to set the hand force range coefficient of the centering suppression force to 1 when the hand force T corresponding to the currently collected steering wheel torque signal is less than the hand force inflection point T1.

[0085] The second setting unit for the hand force range coefficient is used to set the hand force range coefficient of the centering suppression force to 0 when the hand force T corresponding to the currently collected steering wheel torque signal is greater than the hand force saturation point T2.

[0086] Based on the above embodiments, the vehicle speed influence range coefficient calculation module further includes:

[0087] The first setting unit for the vehicle speed influence range coefficient is used to set the vehicle speed influence range coefficient of the return-to-center suppression force to 0 when the currently collected vehicle speed V is less than the vehicle speed starting point V1.

[0088] The second setting unit for the vehicle speed influence range coefficient sets the vehicle speed influence range coefficient of the corrective force to 1 when the currently collected vehicle speed V is greater than the vehicle speed saturation point V2.

[0089] Based on the above embodiments, the target return speed range coefficient calculation module further includes:

[0090] The first setting unit for the target return speed range coefficient is used to set the target return speed of the return inhibition force to 0 when the currently collected steering wheel rotation angle A is less than the steering wheel angle starting point angle A1.

[0091] The second setting unit for the target return speed range coefficient sets the target return speed of the return resistance force to the maximum target return speed W when the currently collected steering wheel rotation angle A is greater than the steering wheel angle saturation point angle A2. max .

[0092] The device for suppressing overshoot based on EPS system provided in the embodiments of the present invention can execute the method for suppressing overshoot based on EPS system provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the method.

[0093] Example 3

[0094] Figure 6 This is a schematic diagram of the structure of an electronic device provided in Embodiment 3 of the present invention. Figure 6 A block diagram is shown of an exemplary electronic device 12 suitable for implementing embodiments of the present invention. Figure 6 The electronic device 12 shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of the present invention.

[0095] like Figure 6 As shown, the electronic device 12 is represented in the form of a general-purpose computing device. The components of the electronic device 12 may include, but are not limited to: one or more processors or processing units 16, system memory 28, and bus 18 connecting different system components (including system memory 28 and processing unit 16).

[0096] Bus 18 represents one or more of several bus architectures, including a memory bus or memory controller, a peripheral bus, a graphics acceleration port, a processor, or a local bus using any of the various bus architectures. For example, these architectures include, but are not limited to, the Industry Standard Architecture (ISA) bus, the Micro Channel Architecture (MAC) bus, the Enhanced ISA bus, the Video Electronics Standards Association (VESA) local bus, and the Peripheral Component Interconnect (PCI) bus.

[0097] Electronic device 12 typically includes a variety of computer system readable media. These media can be any available media that can be accessed by electronic device 12, including volatile and non-volatile media, removable and non-removable media.

[0098] System memory 28 may include computer system readable media in the form of volatile memory, such as random access memory (RAM) 30 and / or cache 32. Electronic device 12 may further include other removable / non-removable, volatile / non-volatile computer system storage media. By way of example only, storage system 34 may be used to read and write non-removable, non-volatile magnetic media (… Figure 5 Not shown; usually referred to as a "hard drive"). Although Figure 6 Not shown, a disk drive for reading and writing to a removable non-volatile disk (e.g., a "floppy disk") and an optical disk drive for reading and writing to a removable non-volatile optical disk (e.g., a CD-ROM, DVD-ROM, or other optical media) may be provided. In these cases, each drive may be connected to bus 18 via one or more data media interfaces. System memory 28 may include at least one program product having a set (e.g., at least one) of program modules configured to perform the functions of the embodiments of the present invention.

[0099] A program / utility 40 having a set (at least one) of program modules 42 may be stored, for example, in system memory 28. Such program modules 42 include, but are not limited to, an operating system, one or more application programs, other program modules, and program data. Each or some combination of these examples may include an implementation of a network environment. Program modules 42 typically perform the functions and / or methods described in the embodiments of the present invention.

[0100] Electronic device 12 can also communicate with one or more external devices 14 (e.g., keyboard, pointing device, display 24, etc.), and with one or more devices that enable a user to interact with electronic device 12, and / or with any device that enables electronic device 12 to communicate with one or more other computing devices (e.g., network card, modem, etc.). This communication can be performed via input / output (I / O) interface 22. Furthermore, electronic device 12 can also communicate with one or more networks (e.g., local area network (LAN), wide area network (WAN), and / or public networks, such as the Internet) via network adapter 20. As shown, network adapter 20 communicates with other modules of electronic device 12 via bus 18. It should be understood that, although not shown in the figures, other hardware and / or software modules can be used in conjunction with electronic device 12, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0101] The processing unit 16 executes various functional applications and data processing by running programs stored in the system memory 28, such as implementing the overshoot suppression method based on the EPS system provided in the embodiments of the present invention.

[0102] Example 4

[0103] Embodiment 4 of the present invention also provides a storage medium containing computer-executable instructions, which, when executed by a computer processor, are used to perform the overshoot suppression method based on the EPS system as described in any of the above embodiments.

[0104] The computer storage medium of this invention can be any combination of one or more computer-readable media. A computer-readable medium can be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium can be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this document, a computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0105] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, capable of sending, propagating, or transmitting programs for use by or in connection with an instruction execution system, apparatus, or device.

[0106] Program code contained on a computer-readable medium may be transmitted using any suitable medium, including—but not limited to—wireless, wire, optical fiber, RF, etc., or any suitable combination thereof.

[0107] Computer program code for performing the operations of this invention can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or electronic device. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0108] Note that the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.

Claims

1. A method for suppressing overshoot based on an EPS system, characterized in that, include: The range coefficient of the hand force for the return-to-center inhibition force is calculated based on the collected steering wheel torque signal. The vehicle speed influence range coefficient of the positive correction inhibition force is calculated based on the collected vehicle speed. The target return speed of the return-to-center resistance force is calculated based on the collected steering wheel rotation angle signal; The overshoot suppression force is calculated based on the hand force range coefficient, the vehicle speed influence range coefficient, and the target return speed, so that the overshoot suppression force is applied when the steering wheel return speed exceeds the current target speed. The overshoot suppression force for returning to center, calculated based on the hand force range coefficient, the vehicle speed influence range coefficient, and the target returning speed, is achieved in the following manner: Where I is the overshoot suppression force for centering, Kt is the coefficient of the range of manual force, Kv is the coefficient of the range of vehicle speed influence, Wg is the target centering speed, and k is the calibration coefficient of the ESP system. The calculation of the hand force range coefficient for the return-to-center inhibition force based on the collected steering wheel torque signal includes: Determine whether the hand force T corresponding to the currently acquired steering wheel torque signal is between the hand force inflection point T1 and the hand force saturation point T2. If it is between the hand force inflection point T1 and the hand force saturation point T2, obtain the hand force range coefficient of the centering suppression force based on the proportion of the current hand force corresponding to the acquired steering wheel torque signal within the interval between the hand force inflection point T1 and the hand force saturation point T2. This is achieved in the following way: Where T is the current hand force corresponding to the collected steering wheel torque signal; The calculation of the vehicle speed influence range coefficient for the return-to-center suppression force based on the collected vehicle speed includes: Determine whether the currently collected vehicle speed V is between the initial speed point V1 and the speed saturation point V2. If it is, calculate the speed influence range coefficient of the corrective force based on the ratio of the currently collected vehicle speed V to the interval between the initial speed point V1 and the speed saturation point V2. This can be achieved in the following way: ； When the current vehicle speed V is less than the starting point V1, the speed influence range coefficient of the return-to-center suppression force is set to 0. When the currently collected vehicle speed V is greater than the vehicle speed saturation point V2, the vehicle speed influence range coefficient of the positive correction suppression force is set to 1.

2. The method according to claim 1, characterized in that, The calculation of the target return-to-center speed for the return-to-center resistance force based on the collected steering wheel rotation angle signal includes: Determine whether the currently collected steering wheel rotation angle A is between the steering wheel angle starting point angle A1 and the steering wheel angle saturation point angle A2. If it is between the steering wheel angle starting point A1 and the steering wheel angle saturation point A2, determine whether the steering wheel rotation angle A is between the steering wheel angle starting point A1 and the steering wheel angle saturation point A2 and the maximum value of the target return speed. The target rotational speed for calculating the rotational speed of the rotational speed is obtained. This can be achieved in the following way: 。 3. The method according to claim 1, characterized in that, The calculation of the hand force range coefficient for the return-to-center inhibition force based on the collected steering wheel torque signal also includes: When the hand force T corresponding to the currently collected steering wheel torque signal is less than the hand force inflection point T1, the hand force range coefficient of the return-to-center suppression force is set to 1. When the hand force T corresponding to the currently collected steering wheel torque signal is greater than the hand force saturation point T2, the hand force range coefficient of the centering suppression force is set to 0.

4. The method according to claim 2, characterized in that, The calculation of the target return-to-center speed based on the collected steering wheel rotation angle signal to suppress the return-to-center force also includes: When the currently collected steering wheel rotation angle A is less than the steering wheel angle starting point angle A1, the target return speed of the return resistance force is set to 0. When the currently collected steering wheel rotation angle A is greater than the steering wheel angle saturation point angle A2, the target return speed of the return force is set to the maximum value of the target return speed. .

5. A synchrotron overshoot suppression device based on an EPS system, characterized in that, include: The manual force range coefficient calculation module is used to calculate the manual force range coefficient of the return-to-center inhibition force based on the collected steering wheel torque signal. The vehicle speed influence range coefficient calculation module is used to calculate the vehicle speed influence range coefficient of the homing inhibition force based on the collected vehicle speed. The target return speed range coefficient calculation module is used to calculate the target return speed of the return inhibition force based on the collected steering wheel rotation angle signal; The overshoot suppression force calculation module is used to calculate the overshoot suppression force based on the hand force range coefficient, the vehicle speed influence range coefficient and the target return speed, so that the overshoot suppression force is applied when the steering wheel return speed exceeds the current target speed. The overshoot suppression force calculation module is implemented in the following manner: Where I is the overshoot suppression force for centering, Kt is the coefficient of the range of manual force, Kv is the coefficient of the range of vehicle speed influence, Wg is the target centering speed, and k is the calibration coefficient of the ESP system. The manual force range coefficient calculation module includes: The first judgment unit is used to determine whether the hand force T corresponding to the currently collected steering wheel torque signal is between the hand force inflection point T1 and the hand force saturation point T2. When it is between the hand force inflection point T1 and the hand force saturation point T2, the hand force range coefficient of the centering suppression force is obtained according to the ratio of the current hand force corresponding to the collected steering wheel torque signal in the interval between the hand force inflection point T1 and the hand force saturation point T2. This is achieved in the following way: Where T is the current hand force corresponding to the collected steering wheel torque signal; The vehicle speed influence range coefficient calculation module includes: The second judgment unit is used to determine whether the currently collected vehicle speed V is between the vehicle speed starting point V1 and the vehicle speed saturation point V2. If it is between the vehicle speed starting point V1 and the vehicle speed saturation point V2, the vehicle speed influence range coefficient of the corrective force is calculated based on the ratio of the currently collected vehicle speed V between the hand force inflection point T1 and the vehicle speed starting point V1 and the vehicle speed saturation point V2. This can be achieved in the following way: ； The first setting unit for the vehicle speed influence range coefficient is used to set the vehicle speed influence range coefficient of the return force to 0 when the currently collected vehicle speed V is less than the vehicle speed starting point V1. The second setting unit for the vehicle speed influence range coefficient is used to set the vehicle speed influence range coefficient of the corrective inhibition force to 1 when the currently collected vehicle speed V is greater than the vehicle speed saturation point V2.

6. An electronic device, characterized in that, The electronic device includes: 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 implement the synchrotron overshoot suppression method for EPS systems as described in any one of claims 1-4.

7. A storage medium containing computer-executable instructions, characterized in that, The computer-executable instructions, when executed by a computer processor, are used to perform the overshoot suppression method for EPS systems as described in any one of claims 1-4.

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