Vehicle steering control method, controller, system, and storage medium

Abstract

The application relates to a kind of, controller, system, storage medium and computer program product.The vehicle steering control method comprises: collecting vehicle speed signal, steering wheel angle signal and steering wheel torque signal in the process of driving;Based on steering wheel angle signal and steering wheel torque signal, the current steering wheel working condition of vehicle is determined;If the steering wheel working condition meets the preset damping adjustment condition, then based on the vehicle speed signal, target damping current is determined;According to target damping current, the damping torque of the magneto-rheological damper of vehicle is generated, and the assist motor of vehicle steering control system is controlled based on damping torque.The method can improve the accuracy of vehicle steering control, thereby ensuring the stability of vehicle in the process of driving.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular to a vehicle steering control method, controller, system, storage medium, and computer program product. Background Technology

[0002] With the development of automotive technology, we have now entered the development stage of EPS (Electronic-Power-Steering). EPS provides assistance directly from an electric motor, and the amount of assistance is controlled by an electronic control unit. It features adjustable assistance and good road feel, and therefore, EPS is being used by more and more car manufacturers.

[0003] As car consumers demand higher levels of comfort and convenience in vehicle handling, they also place higher demands on the performance of EPS (Electric Power Steering). To meet the driver's road feel requirements, damping compensation control is generally added to EPS to ensure vehicle stability during driving. However, current damping compensation control has control errors and cannot solve the problem of steering wheel shimmy during driving, resulting in poor vehicle handling stability. Summary of the Invention

[0004] Therefore, it is necessary to provide a vehicle steering control method, controller, system, device, storage medium, and computer program product that can improve the accuracy of vehicle steering control and thus ensure the stability of the vehicle during driving, in order to address the above-mentioned technical problems.

[0005] Firstly, this application provides a vehicle steering control method. The method includes:

[0006] Collect vehicle speed signals, steering wheel angle signals, and steering wheel torque signals during vehicle operation;

[0007] The current steering wheel condition of the vehicle is determined based on the steering wheel angle signal and the steering wheel torque signal;

[0008] If the steering wheel operating conditions meet the preset damping adjustment conditions, the target damping current is determined based on the vehicle speed signal;

[0009] According to the target damping current, the magnetorheological damper driving the vehicle generates a damping torque, and the power assist motor of the vehicle steering control system is controlled based on the damping torque.

[0010] In one embodiment, the steering wheel operating conditions include a non-steering operating condition, a waiting-to-steering operating condition, and a steering operating condition; the current steering wheel operating condition of the vehicle is determined based on the steering wheel angle signal and the steering wheel torque signal, including:

[0011] If the steering wheel is determined to be in the center position based on the steering wheel angle signal, and no torque is applied to the steering wheel based on the torque signal, then the current steering wheel condition of the vehicle is determined to be the non-steering condition.

[0012] If the steering wheel is determined to be in the center position based on the steering wheel angle signal, and a torque has been applied to the steering wheel based on the torque signal, then the steering wheel condition is determined to be the steering condition.

[0013] If the steering wheel is not in the center position based on the steering wheel angle signal, then the steering wheel condition is determined to be the steering condition.

[0014] In one embodiment, the vehicle steering control method further includes:

[0015] Based on the steering wheel angle signal, the steering wheel angle is determined, and based on the steering wheel torque signal, the steering wheel torque is determined.

[0016] If the steering wheel angle is within the preset angle range, then the steering wheel angle is determined to be in the center position.

[0017] If the torque is within the preset torque range, it is determined that no torque is applied to the steering wheel.

[0018] In one embodiment, if the steering wheel operating condition meets the preset damping adjustment conditions, the target damping current is determined based on the vehicle speed signal, including:

[0019] If the steering wheel is in a non-steering condition, the preset damping adjustment conditions are met. Based on the vehicle speed signal, the real-time vehicle speed is determined, and the target damping current is obtained by interpolation calculation according to the real-time vehicle speed.

[0020] In one embodiment, the magnetorheological damper driving the vehicle generates a damping torque according to the target damping current, including:

[0021] The set input current of the magnetorheological damper is determined based on the target damping current, and the input current of the magnetorheological damper is controlled based on the set input current.

[0022] After controlling the input current of the magnetorheological damper based on the set input current, the current actual input current of the magnetorheological damper is obtained;

[0023] Determine the current difference between the target damping current and the current actual input current;

[0024] If the current difference meets the preset input current control conditions, the set input current of the magnetorheological damper is re-determined based on the current difference and the target damping current, and the process returns to the step of controlling the input current of the magnetorheological damper based on the set input current, until the current difference no longer meets the current control conditions. When the process stops, the magnetorheological damper of the vehicle is driven to generate a damping torque according to the current actual input current.

[0025] In one embodiment, the vehicle steering control method further includes:

[0026] If the steering wheel operating conditions do not meet the preset damping adjustment conditions, the target damping current is directly set to zero.

[0027] Secondly, this application also provides a vehicle steering control system. The vehicle steering control system includes: a vehicle speed acquisition unit, a steering wheel angle and torque acquisition unit, a magnetorheological damper, a power assist motor, and a controller; the controller is connected to the vehicle speed acquisition unit, the steering wheel angle and torque acquisition unit, the magnetorheological damper, and the power assist motor respectively;

[0028] The vehicle speed acquisition unit is used to acquire the vehicle speed signal during the driving process and send the vehicle speed signal to the controller;

[0029] The steering wheel angle and torque acquisition unit is used to acquire steering wheel angle and steering wheel torque signals during vehicle operation, and send the steering wheel angle and steering wheel torque signals to the controller.

[0030] The controller is used to determine the current steering wheel condition of the vehicle based on the steering wheel angle signal and the steering wheel torque signal; if the steering wheel condition meets the preset damping adjustment conditions, the target damping current is determined based on the vehicle speed signal; according to the target damping current, the vehicle's magnetorheological damper is driven to generate a damping torque, and the power assist motor of the vehicle steering control system is controlled based on the damping torque.

[0031] Thirdly, this application also provides a vehicle steering control device, the device comprising:

[0032] The signal acquisition module is used to collect vehicle speed signals, steering wheel angle signals, and steering wheel torque signals during vehicle operation.

[0033] The operating condition determination module is used to determine the current steering wheel operating condition of the vehicle based on the steering wheel angle signal and the steering wheel torque signal.

[0034] The current determination module is used to determine the target damping current based on the vehicle speed signal if the steering wheel operating conditions meet the preset damping adjustment conditions.

[0035] The motor control module drives the vehicle's magnetorheological damper to generate a damping torque according to the target damping current, and controls the power assist motor of the vehicle steering control system based on the damping torque.

[0036] Fourthly, this application also provides a controller. The controller includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the steps of the above-described vehicle steering control method.

[0037] Fifthly, this application also provides a computer-readable storage medium. The computer-readable storage medium stores a computer program thereon, which, when executed by a processor, implements the steps of the above-described vehicle steering control method.

[0038] Sixthly, this application also provides a computer program product. The computer program product includes a computer program that, when executed by a processor, implements the steps of the above-described vehicle steering control method.

[0039] The aforementioned vehicle steering control method, controller, system, device, storage medium, and computer program product collect vehicle speed signals, steering wheel angle signals, and steering wheel torque signals during vehicle operation. Based on the steering wheel angle and torque signals, the current steering wheel operating condition is determined. If the steering wheel operating condition meets preset damping adjustment conditions, a target damping current is determined based on the vehicle speed signal. According to the target damping current, the vehicle's magnetorheological damper is driven to generate a damping torque, and the power assist motor of the vehicle steering control system is controlled based on the damping torque. During vehicle steering control, when the steering wheel operating condition meets the preset damping adjustment conditions, a target damping current is determined based on the vehicle speed signal. According to the target damping current, the vehicle's magnetorheological damper is driven to generate a damping torque, and the power assist motor of the vehicle steering control system is controlled based on the damping torque. When the damping adjustment conditions are met, the target damping current is determined based on the vehicle speed signal. This allows for precise control of the damping torque of the magnetorheological damper in conjunction with the target damping current determined during actual vehicle operation. This improves the accuracy of vehicle steering control, effectively eliminates steering wheel shimmy, and ensures vehicle stability during driving. Attached Figure Description

[0040] Figure 1 This is a structural block diagram of a vehicle steering control system in one embodiment;

[0041] Figure 2 This is a flowchart illustrating a vehicle steering control method in one embodiment;

[0042] Figure 3 This is a structural block diagram of the vehicle steering control system in another embodiment;

[0043] Figure 4 This is a flowchart of a vehicle steering control method in one embodiment;

[0044] Figure 5 This is a structural block diagram of a vehicle steering control device in one embodiment;

[0045] Figure 6 This is a diagram of the internal structure of the controller in one embodiment. Detailed Implementation

[0046] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0047] The vehicle steering control method provided in this application embodiment can be applied to, for example, Figure 1 The vehicle steering control system shown may include a vehicle speed acquisition unit, a steering wheel angle and torque acquisition unit, a magnetorheological damper, a power assist motor, and controllers connected to the vehicle speed acquisition unit, the steering wheel angle and torque acquisition unit, the magnetorheological damper, and the power assist motor, respectively.

[0048] The vehicle speed acquisition unit can refer to a vehicle speed sensor, which can collect vehicle speed signals in real time and send them to the controller. To ensure fast transmission of the vehicle speed signal, it can be transmitted to the controller via a CAN (Controller Area Network) bus. The steering wheel angle and torque acquisition unit can be a torque and angle sensor. This sensor can send the current steering wheel angle signal (the steering wheel angle signal) and the steering wheel torque signal (the torque signal applied by the driver to the steering wheel) to the controller. The magnetorheological damper generates damping torque based on the applied current. When no current is connected to the damper's excitation coil, the magnetorheological fluid within the annular working gap of the damper is unaffected by the magnetic field and does not produce a rheological effect. In this case, the magnetorheological damper does not provide damping torque and is in a non-operating state. When current flows into the excitation coil of the magnetorheological damper, the generated magnetic field acts on the magnetorheological fluid. The magnetorheological fluid then exhibits a chain-like structure perpendicular to both ends of the damping disk. This chain-like structure will create resistance as the damping disk rotates, and the torque of this resistance increases with the increase of the current. The power steering motor can provide assistance or resistance to the steering wheel. By controlling the power steering motor of the vehicle's steering control system through damping torque, impacts can be reduced and the driving direction stabilized. The controller can comprehensively analyze and process the electrical signals input from various sensors on the vehicle, as well as the feedback electrical signals from some actuators. It provides reference voltages to the sensors and then outputs control signals to the actuators, causing them to operate according to the control objectives. Specifically, the controller can be an automotive electronic control unit (ECU), which is a control device composed of integrated circuits used to perform a series of functions such as data analysis, processing, and transmission. It is widely used in automobiles. The controller can use a control motherboard, which can house devices such as a CPU (Central Processing Unit) and a MCU (Microcontroller Unit).

[0049] In one embodiment, the vehicle speed acquisition unit can acquire the vehicle speed signal during driving and send the vehicle speed signal to the controller. The steering wheel angle and torque acquisition unit is used to acquire the steering wheel angle signal and steering wheel torque signal during driving and send the steering wheel angle signal and steering wheel torque signal to the controller. The controller is used to determine the current steering wheel condition of the vehicle based on the steering wheel angle signal and steering wheel torque signal. If the steering wheel condition meets the preset damping adjustment conditions, the target damping current is determined based on the vehicle speed signal. According to the target damping current, the magnetorheological damper of the vehicle is driven to generate a damping torque, and the power assist motor of the vehicle steering control system is controlled based on the damping torque.

[0050] In one embodiment, such as Figure 2 As shown, a vehicle steering control method is provided, which is applied to... Figure 1 Taking the controller in the example, the following steps are included:

[0051] Step 202: Collect vehicle speed signal, steering wheel angle signal, and steering wheel torque signal during vehicle operation.

[0052] The vehicle speed signal can be collected when the vehicle is in motion or stationary. Stationary braking refers to an automatic braking function that occurs when the vehicle temporarily stops or waits at traffic lights during operation. The steering wheel angle signal describes the position of the steering wheel, and the steering wheel torque signal describes the force applied to the steering wheel by the driver.

[0053] Specifically, the controller acquires the vehicle speed signal collected by the vehicle speed sensor, as well as the steering wheel angle signal and steering wheel torque signal measured by the steering wheel angle and torque sensors. It then analyzes the vehicle speed signal to determine the vehicle's current speed during driving. The controller can also analyze the steering wheel angle signal to determine the steering wheel position, and analyze the steering wheel torque signal to determine whether the driver is applying force to the steering wheel.

[0054] Step 204: Determine the current steering wheel condition of the vehicle based on the steering wheel angle signal and the steering wheel torque signal.

[0055] The steering wheel operating condition refers to the working state of the steering wheel under conditions directly related to its operation. Changes in the steering wheel's position or the forces applied to it can alter its operating condition. Specifically, the steering wheel operating condition can include a state where the steering wheel is already in a steering position, a state where it is preparing to steering, or a state where it will not be steering at present or temporarily.

[0056] Specifically, the controller can determine the current steering wheel condition of the vehicle based on the steering wheel angle signal and the steering wheel torque signal. By combining the position of the steering wheel and whether a force is applied to the steering wheel, the controller improves the accuracy of determining the steering wheel condition.

[0057] Step 206: If the steering wheel operating conditions meet the preset damping adjustment conditions, then determine the target damping current based on the vehicle speed signal.

[0058] The preset damping adjustment conditions refer to the conditions used to determine whether damping adjustment is needed. Whether damping adjustment is needed can be determined based on the actual driving conditions of the vehicle. The target damping current can be the current that accurately controls the damping magnitude of the magnetorheological damper. The damping magnitude of the magnetorheological damper can change with the target damping current; the larger the target damping current, the greater the damping produced by the magnetorheological damper; the smaller the target damping current, the smaller the damping produced by the magnetorheological damper. For example, when it is determined that the steering wheel is in the process of turning, the driver's need may be for light and quick steering. In this scenario, damping control is not required, i.e., no damping adjustment is needed. When it is determined that the steering wheel will not be turning, damping control can be activated to improve the stability of the vehicle while maintaining the driver's road feel.

[0059] Specifically, the controller can determine whether the steering wheel operating condition meets the preset damping adjustment conditions. When the steering wheel operating condition meets the preset damping adjustment conditions, the controller can determine the target damping current based on the vehicle speed signal. In one specific implementation, when the controller determines that the vehicle's steering wheel is in a working state where it will not or will not be turning temporarily, based on the steering wheel operating condition, it determines that the current steering wheel operating condition meets the preset damping adjustment conditions, and the controller can calculate the target damping current through the vehicle speed signal.

[0060] In step S208, the magnetorheological damper of the vehicle is driven to generate a damping torque according to the target damping current, and the power assist motor of the vehicle steering control system is controlled based on the damping torque.

[0061] Damping torque can be a torque that impedes the movement of a vehicle, thereby improving the stability and reliability of the vehicle's driving process. Specifically, the controller can drive a magnetorheological damper to generate a damping torque based on a target damping current, and then control the power assist motor of the vehicle's steering control system so that the power assist can prevent the steering mechanism from rotating. At this time, the steering wheel can remain stable, thereby eliminating the steering wheel shimmy problem and reducing the reduction of vehicle handling stability.

[0062] In the aforementioned vehicle steering control method, vehicle speed, steering wheel angle, and steering wheel torque signals are collected during vehicle operation. Based on the steering wheel angle and torque signals, the current steering wheel operating condition is determined. If the steering wheel operating condition meets preset damping adjustment conditions, a target damping current is determined based on the vehicle speed signal. According to the target damping current, the vehicle's magnetorheological damper is driven to generate a damping torque, and the power assist motor of the vehicle steering control system is controlled based on this damping torque. During vehicle steering control, when the steering wheel operating condition meets the preset damping adjustment conditions, a target damping current is determined based on the vehicle speed signal. According to the target damping current, the vehicle's magnetorheological damper is driven to generate a damping torque, and the power assist motor of the vehicle steering control system is controlled based on this damping torque. When the damping adjustment conditions are met, the target damping current is determined based on the vehicle speed signal. This allows for precise control of the damping torque of the magnetorheological damper in conjunction with the target damping current determined during actual vehicle operation. This improves the accuracy of vehicle steering control, effectively eliminates steering wheel shimmy, and ensures vehicle stability during driving.

[0063] In one embodiment, the steering wheel operating conditions include a non-steering operating condition, a steering-in-progress operating condition, and a steering-already operating condition. Determining the vehicle's current steering wheel operating condition based on the steering wheel angle signal and the steering wheel torque signal includes: if the steering wheel is determined to be in the center position based on the steering wheel angle signal and no torque is applied to the steering wheel based on the torque signal, then the vehicle's current steering wheel operating condition is determined to be a non-steering operating condition; if the steering wheel is determined to be in the center position based on the steering wheel angle signal and a torque is applied to the steering wheel based on the torque signal, then the steering wheel operating condition is determined to be a steering-in-progress operating condition; if the steering wheel is not in the center position based on the steering wheel angle signal, then the steering wheel operating condition is determined to be a steering-already operating condition.

[0064] In this context, "steering wheel center position" refers to the steering wheel being in the middle position, and "no torque applied to the steering wheel" means the driver is not applying any force to the steering wheel. "Not steering" means the steering wheel is in a non-steering state; in this state, the driver has no intention to turn, and the steering wheel position can be in the center. "Pending steering" means the steering wheel is in a state of preparation for turning; while the steering wheel position can still be in the center, the driver has a turning intention. "Steering" means the steering wheel is in the process of turning; in this state, the steering wheel position is not in the center.

[0065] Specifically, the controller can analyze the steering wheel angle signal to determine the steering wheel position, and analyze the torque signal to determine the torque. Based on the steering wheel position, it can determine whether the steering wheel is in the center position, and based on the torque, it can determine whether a torque is applied to the steering wheel. When the controller determines that the steering wheel is in the center position and no torque is applied, it can determine the steering wheel condition as "not steering." When the controller determines that the steering wheel is in the center position and a torque is applied, it can determine the steering wheel condition as "awaiting steering." When the controller determines that the steering wheel is not in the center position, it can determine the steering wheel condition as "steering." In practical implementation, when the controller determines that the steering wheel position display is zero and the torque is zero, it determines the vehicle's current steering wheel condition as "not steering." When the controller determines that the steering wheel position display is zero and the torque is not zero, it determines the vehicle's current steering wheel condition as "awaiting steering." When the controller determines that the steering wheel position display is not zero, it determines the vehicle's current steering wheel condition as "steering."

[0066] In this embodiment, the controller, by combining the position of the steering wheel and whether the driver applies force to the steering wheel, can accurately determine the working condition of the steering wheel, providing a basis for precise control during the subsequent vehicle steering process, thereby effectively eliminating steering wheel shimmy and ensuring the stability of the vehicle during driving.

[0067] In one embodiment, the vehicle steering control method further includes: determining the steering wheel angle based on the steering wheel angle signal, and determining the steering wheel torque based on the steering wheel torque signal; if the steering wheel angle is within a preset angle range, determining that the steering wheel angle is at the steering wheel center position; if the torque is within a preset torque range, determining that no torque is applied to the steering wheel.

[0068] The preset steering angle range can be a set range used to determine whether the steering wheel angle is in the middle position, and the preset torque range can be a set range used to determine whether torque is applied to the steering wheel. When setting the preset steering angle range, the angular resolution of the steering angle and torque sensors can be considered; when setting the preset torque range, the torque resolution of the steering angle and torque sensors can be considered.

[0069] Specifically, the controller can determine the steering wheel angle based on the steering wheel angle signal and the steering wheel torque based on the steering wheel torque signal. When the steering wheel angle is within a preset angle range, it is determined that the steering wheel is in the center position. If the torque is within a preset torque range, it is determined that no torque is applied to the steering wheel. In a specific application, the angle resolution of the angle and torque sensors can be 0.1°, and the controller can set the preset angle range to ±0.1°; the torque resolution of the angle and torque sensors is 0.04 N·m, and the controller can set the preset angle range to ±0.04 N·m. When the steering wheel angle is between ±0.1°, the steering wheel position can be displayed as zero, indicating that the steering wheel is in the center position. When the steering wheel torque is between ±0.04 N·m, the steering wheel torque can be displayed as zero, indicating that no torque is applied to the steering wheel.

[0070] In this embodiment, the electronic system adaptively sets a preset angle range and a preset torque range based on the resolution of the angle and torque sensors. This allows for precise determination of whether the steering wheel angle is at the center position and whether torque is applied to the steering wheel, thereby improving the accuracy of vehicle steering control.

[0071] In one embodiment, if the steering wheel condition meets the preset damping adjustment conditions, the target damping current is determined based on the vehicle speed signal, including: if the steering wheel condition is a non-steering condition, it is determined that the preset damping adjustment conditions are met, and the real-time vehicle speed is determined based on the vehicle speed signal, and the target damping current is obtained by table lookup interpolation calculation according to the real-time vehicle speed.

[0072] Among them, lookup table interpolation calculation can be a calculation method that uses known quantities obtained by looking up a table to calculate unknown quantities. When the controller determines that the steering wheel operating condition meets the damping adjustment conditions, it can perform lookup table interpolation calculation based on the vehicle's real-time speed to obtain the target damping current.

[0073] Specifically, when the controller determines that the steering wheel is in a non-steering state, that is, when the steering wheel is in a working state where it will not turn or will not turn temporarily, it determines that the damping adjustment conditions are met. At this time, damping control needs to be performed to increase the stability of the vehicle during driving. The controller can calculate the target damping current based on the real-time vehicle speed.

[0074] In this embodiment, when the controller determines that the steering wheel is in a non-steering state, it calculates the target damping current based on the real-time vehicle speed. The calculated target damping current can eliminate steering wheel shimmy when the steering wheel is stabilized in the center position, thereby improving the stability of the vehicle during driving.

[0075] In one embodiment, the target damping current is obtained by interpolation calculation based on the real-time vehicle speed, including: determining the vehicle speed range in which the real-time vehicle speed is located, and obtaining the upper and lower speed limits of the vehicle speed range; determining the upper limit damping current corresponding to the upper speed limit and the lower limit damping current corresponding to the lower speed limit by looking up a table based on the upper and lower speed limits; and inputting the real-time vehicle speed, upper speed limit, lower speed limit, upper limit damping current, and lower limit damping current into a pre-established current lookup table interpolation expression for interpolation calculation to obtain the target damping current.

[0076] The real-time vehicle speed range can be determined based on a pre-defined vehicle speed detection range. For example, the speed detection range can be set as (0 km / h, 10 km / h), (10 km / h, 20 km / h)...(80 km / h, 90 km / h), etc. When the real-time vehicle speed is 75 km / h, the speed range can be determined as (80 km / h, 90 km / h). The upper speed limit refers to the upper limit value of the speed range, i.e., the smaller value; the lower speed limit also refers to the lower speed range, i.e., the larger value. The upper limit damping current refers to the damping current corresponding to the upper speed limit, and the lower limit damping current refers to the damping current corresponding to the lower speed limit. The controller can determine the upper limit damping current by looking up a pre-established speed-current correspondence table based on the upper speed limit; similarly, the controller can determine the lower limit damping current by looking up a pre-established speed-current correspondence table based on the lower speed limit. The current lookup table interpolation expression refers to the established expression for calculating the target damping current. The expression can be constructed with the target damping current as the dependent variable and the real-time vehicle speed, the upper speed limit, the lower speed limit, the upper limit damping current, and the lower limit damping current as independent variables.

[0077] Specifically, the controller can determine the speed range in which the real-time vehicle speed falls, and obtain the upper and lower speed limits of that range. Based on the upper speed limit, it determines the upper limit damping current by looking up a table, and based on the lower speed limit, it determines the lower limit damping current by looking up a table. The controller can input the real-time vehicle speed, upper speed limit, lower speed limit, upper limit damping current, and lower limit damping current into a pre-established current lookup table interpolation expression, and perform interpolation calculations based on the current lookup table interpolation expression to obtain the target damping current.

[0078] In this embodiment, the controller can use a lookup table interpolation method to input the real-time vehicle speed, upper speed limit, lower speed limit, upper limit damping current, and lower limit damping current into a pre-established current lookup table interpolation expression. Based on the current lookup table interpolation expression, the target damping current is accurately calculated. The calculated target damping current can eliminate steering wheel shimmy when the steering wheel is stable in the center position, thereby improving the stability of the vehicle during driving.

[0079] In one embodiment, driving a magnetorheological damper of a vehicle to generate a damping torque according to a target damping current includes: determining a set input current of the magnetorheological damper based on the target damping current, and controlling the input current of the magnetorheological damper based on the set input current; obtaining the current actual input current of the magnetorheological damper after controlling the input current of the magnetorheological damper based on the set input current; determining the current difference between the target damping current and the current actual input current; if the current difference meets a preset input current control condition, then re-determining the set input current of the magnetorheological damper based on the current difference and the target damping current, and returning to the step of controlling the input current of the magnetorheological damper based on the set input current, until the current difference no longer meets the current control condition, and stopping when stopping, driving the magnetorheological damper of the vehicle to generate a damping torque according to the current actual input current.

[0080] The set input current can be the input current of the magnetorheological damper set according to the target damping current. For example, the target damping current can be directly determined as the set input current, or the target damping current can be increased or decreased according to the actual driving conditions of the vehicle to obtain a processed target damping current, which is then determined as the set input current. The current actual input current refers to the actual input current of the magnetorheological damper obtained from sampling. For example, the actual input current of the magnetorheological damper can be collected through a set current sampling circuit. The current difference refers to the difference between the target damping current and the current actual input current. Due to the presence of resistive elements in the circuit, there may be an error between the set input current and the actual input current. The input current control condition refers to the set conditions used to adjust the set input current. For example, it can be set that the input current control condition is met when the current difference is greater than a set current difference threshold. The current difference threshold can be adaptively set according to the requirements for vehicle stability and control accuracy.

[0081] Specifically, the controller can determine the set input current based on the target damping current, and control the input current of the magnetorheological damper based on the set input current. After controlling the input current of the magnetorheological damper based on the set input current, the controller obtains the current actual input current of the magnetorheological damper. If the current difference between the current actual input current and the target damping current meets the input current control condition, the controller can redetermine the set input current of the magnetorheological damper based on the current difference and the target damping current, and control the input current of the magnetorheological damper based on the new set input current to determine a new current difference. This process continues until the determined current difference no longer meets the current control condition, at which point the controller stops and drives the magnetorheological damper of the vehicle to generate a damping torque according to the current actual input current.

[0082] In this embodiment, when the controller determines that the current difference between the current actual input current and the target damping current meets the input current control conditions, it redetermines the set input current of the magnetorheological damper based on the current difference and the target damping current. This allows the current actual input current of the magnetorheological damper to quickly reach the target damping current, reducing the overshoot of the current actual input current and keeping the input current stable, thereby enabling the magnetorheological damper to generate stable damping.

[0083] In one embodiment, the vehicle steering control method further includes: if the steering wheel operating conditions do not meet the preset damping adjustment conditions, directly determining that the target damping current is zero.

[0084] When the controller determines that the steering wheel is in a steering or waiting-to-turn condition, and finds that the damping adjustment conditions are not met, there is no need for damping control. The target damping current can be directly determined to be zero. The controller controls the input current of the magnetorheological damper to be zero, which makes it easier for the driver to turn the wheel easily and quickly.

[0085] In one embodiment, this application also provides an application scenario in which the above-described vehicle steering control method is applied. Specifically, the vehicle steering control method is applied in this scenario as follows:

[0086] With the further development of electronic control technology and other related technologies, we have now entered the development stage of electric power steering systems. Electric power steering systems provide assistance directly from an electric motor, with the amount of assistance controlled by an electronic control unit. They feature adjustable assistance and good road feel. Electric power steering systems can improve the dynamic and static performance of vehicles, reduce energy consumption and environmental pollution, and enhance driver comfort and safety. Furthermore, as automobiles continue to evolve towards electrification and intelligence, electric power steering systems are being adopted by an increasing number of automakers.

[0087] Currently, car consumers have increasingly higher demands for driving comfort and convenience, placing higher requirements on the performance of electric power steering (ESP) systems. To meet the driver's road feel requirements, the ESP operates in damping control mode at high speeds, outputting a counter-damping torque based on the steering wheel torque to ensure a stable feel. At low speeds, the ESP detects road disturbances and impacts, outputting a damping torque to reduce impacts and stabilize the driving direction. Although the ESP has damping compensation control, which can improve steering wheel shimmy caused by road excitation at high speeds, this control relies on the steering wheel angular velocity to control the reverse current of the motor. This cannot guarantee precise damping control at low speeds. Furthermore, due to the existence of steering wheel dead zones and free play, damping compensation control cannot completely eliminate steering wheel shimmy near the center position, significantly reducing the vehicle's handling stability.

[0088] Based on this, this application provides a vehicle steering control method that can control the input current of a magnetorheological damper to adjust the damping magnitude of the electric power steering system, improve the stability of the steering system when the vehicle is in motion, and at the same time ensure fast and easy steering characteristics.

[0089] The vehicle steering control method provided in this application embodiment can be specifically applied to, for example, Figure 3 In the vehicle steering control system shown, Figure 3 The vehicle steering control system shown includes an integrated electronic control unit (ECU), torque and angle sensors, a vehicle speed sensor, a steering wheel, a steering mechanism, a magnetorheological damper, an EPS motor, a current sampling circuit, and a PID (Proportional Integral Derivative) adjustment unit. The angle and torque sensors can be mounted on the lower end of the steering wheel, and the vehicle speed sensor is mounted on the wheel rim. The signal outputs of the angle and torque sensors are connected to the input of the ECU, and the signal output of the vehicle speed sensor is connected to the input of the ECU. The output of the ECU is connected to the inputs of the EPS motor and the magnetorheological damper. The ECU monitors the steering wheel torque and angle signals and the vehicle speed signal in real time, thereby controlling the power assist of the EPS motor and the damping of the magnetorheological damper in real time. Through negative feedback via the current sampling circuit, the ECU can accurately control the power assist of the EPS motor and the damping of the magnetorheological damper based on the PID adjustment unit, thus enhancing the stability of the steering system while maintaining its fast, light steering characteristics and road feel.

[0090] The torque and angle sensors send the current steering wheel angle signal (steering wheel angle signal) and the steering wheel torque signal (steering wheel torque signal) to the integrated electronic control unit (ECU). The vehicle speed sensor sends the current vehicle speed value to the ECU. The integrated electronic control unit (ECU) receives steering wheel angle and torque signals, as well as vehicle speed signals, via a CAN transceiver and a DAC (Digital to Analog Converter) circuit. The ECU determines the steering wheel position by analyzing the angle signal, determines whether the driver is applying force to the steering wheel by analyzing the torque signal, and obtains the current vehicle speed by analyzing the vehicle speed signal. Specifically, when the driver turns the steering wheel, the torque and angle sensors collect the steering wheel torque and angle signals and send them to the ECU. The vehicle speed signal acquisition process is as follows: the vehicle speed sensor collects the vehicle speed signal. To ensure rapid transmission, the vehicle speed signal is transmitted to the ECU via the CAN bus. The ECU receives the vehicle speed signal at that moment, which can be used to determine whether the vehicle is in motion and facilitates the extraction of vehicle speed by other application modules.

[0091] The output of the integrated electronic control unit (ECU) is connected to the input of the magnetorheological damper (MRD). The ECU comprehensively analyzes the current steering wheel angle, steering wheel torque, and vehicle speed using relevant control strategies, controlling the current at the MRD input and thus the damping of the MRD, maintaining stability of the steering wheel in the neutral position. The ECU can determine the steering wheel's operating condition based on the steering angle and torque signals. When the preset damping adjustment conditions are met, it calculates the target damping current of the MRD at the current vehicle speed using a lookup table interpolation method. By setting and controlling the input current of the MRD through this target damping current, the ECU controls the damping of the MRD, eliminating steering wheel shimmy when the steering wheel is in the neutral position and improving the stability of the steering system.

[0092] Among them, such as Figure 4The diagram shows a flowchart for determining the target damping current in one embodiment. When the steering wheel angle and torque signals are zero, but the vehicle speed signal is not zero (i.e., the steering wheel is in the neutral position, the driver has no steering intention, and there is a vehicle speed signal), the target damping current can be calculated by the damping current determination unit 1, combined with the vehicle speed and the relationship table, and then determined as the input current of the magnetorheological damper. When the road surface excitation acts on the steering gear input shaft through the steering system, the steering gear input shaft intends to drive the magnetorheological damper to rotate. However, because the integrated electronic control unit controls the input current of the magnetorheological damper to perform damping control, the magnetorheological damper generates a large damping, thereby preventing the steering gear from rotating. At this time, the steering wheel can remain stable, improving the stability of the vehicle at high speeds while maintaining the driver's road feel.

[0093] When the steering wheel angle signal is zero and the torque signal is not zero, or when the steering wheel angle signal is not zero (i.e., the steering wheel is in the neutral position and the driver intends to steer), the target damping current can be directly obtained through the damping current determination unit 2, and this target damping current is determined as the input current of the magnetorheological damper. When the steering wheel is in the neutral position and the driver intends to steer, the damping current determination unit 2 can directly determine that the target damping current is zero. By making the input current of the magnetorheological damper zero, the integrated electronic control unit facilitates easy and quick steering for the driver.

[0094] When the steering wheel angle signal is not zero, i.e., when the steering wheel is not in the neutral position, the target damping current can be directly obtained through the damping current determination unit 3, and the target damping current is determined as the input current of the magnetorheological damper. When the steering wheel is not in the neutral position, it indicates that the steering process is underway, and the damping current determination unit 3 can directly determine that the target damping current is zero. By making the input current of the magnetorheological damper zero, the integrated electronic control unit facilitates easy and quick steering for the driver.

[0095] Specifically, for situations where the steering wheel is in the neutral position, the driver has no steering intention, and there is a vehicle speed signal, the integrated electronic control unit can determine the current vehicle speed range based on a set vehicle speed detection range. The vehicle speed detection range is set as [0km / h, 10km / h, 20km / h, 30km / h, 40km / h, 50km / h, 60km / h, 70km / h, 80km / h, 90km / h, 100km / h, 110km / h, 120km / h, 130km / h, 140km / h, 150km / h, 160km / h]. When the current vehicle speed is 123km / h, the speed range is (120km / h, 130km / h). The integrated electronic control unit can locate the input current meter of the magnetorheological damper corresponding to the vehicle speed detection range based on the upper and lower speed limits of the vehicle speed range, i.e., 120 km / h. For example, the input current meter can be set to [0A, 0.5A, 1A, 1.5A, 2A, 2.5A, 3A, 3.5A, 4A, 4A, 4A, 4.1A, 4.5A, 4.5A, 4.6A, 4A]. The current value found is 4.1A for 120 km / h and 4.5A for 130 km / h.

[0096] The integrated electronic control unit can input the upper limit vehicle speed, lower limit vehicle speed, real-time vehicle speed, current corresponding to the upper limit vehicle speed, and current corresponding to the lower limit vehicle speed into the current lookup table interpolation expression to calculate the target damping current. The current lookup table interpolation expression is as follows:

[0097]

[0098] Where Y is the calculated target damping input current, Y2 is the current corresponding to the lower limit vehicle speed, Y1 is the current corresponding to the upper limit vehicle speed, X2 is the lower limit vehicle speed, and X is the real-time vehicle speed.

[0099] Specifically, when the steering wheel is in the neutral position, the driver has no intention to steer, and the vehicle speed is high, the integrated electronic control unit causes a larger input current to the magnetorheological damper, resulting in greater steering damping. Conversely, when the steering wheel is in the neutral position, the driver has no intention to steer, and the vehicle speed is low, the integrated electronic control unit causes a smaller input current to the magnetorheological damper, resulting in less steering damping. This effectively balances the requirements for vehicle stability and road feel.

[0100] After the integrated electronic control unit controls the input current of the magnetorheological damper, the current acquisition circuit can collect the current magnitude of the EPS motor and the magnetorheological damper. Through parameter tuning, the proportional, derivative, and integral coefficients of the PID controller are determined, and these three coefficients are adjusted and refined in practical applications. The integrated electronic control unit, through the PID algorithm, ensures that the actual current of the EPS steering system and the magnetorheological damper matches the target current, achieving precise control of power assist and damping, thus combining driver road feel with vehicle driving stability. In incremental PID control of the input current of the EPS steering gear and magnetorheological damper, Δu(k) = Kp*(e(k) - e(k-1) + ki*e(k) + kd*(e(k) - 2*e(k-1) + e(k-2)). Incremental PID calculates the increment of the output relative to the previous time, i.e., u(k) = u(k-1) + Δu(k). Therefore, the increment is only related to the deviation of the last three times, and the impact of calculation anomalies on system operation is small. Furthermore, it requires less computation and has good real-time performance. Through incremental PID control, the actual input current of the magnetorheological damper quickly reaches the theoretical target current output by the integrated electronic control unit, reducing the overshoot of the actual current and maintaining current stability, thereby enabling the magnetorheological damper to produce stable damping.

[0101] The vehicle steering control method provided in this application embodiment features relatively simple magnetorheological damper control. An integrated electronic control unit (ECU) controls the input current of the magnetorheological damper, thereby controlling its output damping. The ECU can combine power steering and damping control of the steering system to control the input current of the magnetorheological damper controller, adjusting the steering system's damping magnitude to ensure quick and easy steering characteristics while improving vehicle stability. The magnetorheological damper control characteristic is speed-sensitive, meaning the initial input current varies across different vehicle speed ranges. When the steering wheel is in the neutral position, the driver has no steering intention, and the vehicle speed is high, the ECU increases the input current of the magnetorheological damper, resulting in higher steering damping. Conversely, when the steering wheel is in the neutral position, the driver has no steering intention, and the vehicle speed is low, the ECU decreases the input current of the magnetorheological damper, resulting in lower steering damping. This effectively balances vehicle stability and road feel requirements.

[0102] While preferred embodiments of the invention have been described for illustrative purposes, those skilled in the art will understand that various modifications, additions, and substitutions can be made without departing from the scope and spirit of the invention as defined in the appended claims. It should be understood that although the steps in the flowcharts of the above embodiments are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the above embodiments may include multiple steps or stages, which are not necessarily completed at the same time, but may be executed at different times, and the execution order of these steps or stages is not necessarily sequential, but may be performed alternately or in turn with other steps or at least a portion of steps or stages in other steps.

[0103] Based on the same inventive concept, this application also provides a vehicle steering control device for implementing the vehicle steering control method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations of one or more vehicle steering control device embodiments provided below can be found in the limitations of the vehicle steering control method described above, and will not be repeated here.

[0104] In one embodiment, such as Figure 5 As shown, a vehicle steering control device 500 is provided, including: a signal acquisition module 502, a working condition determination module 504, a current determination module 506, and a motor control module 508, wherein:

[0105] The signal acquisition module 502 is used to acquire vehicle speed signals, steering wheel angle signals, and steering wheel torque signals during vehicle operation.

[0106] The operating condition determination module 504 is used to determine the current steering wheel operating condition of the vehicle based on the steering wheel angle signal and the steering wheel torque signal.

[0107] The current determination module 506 is used to determine the target damping current based on the vehicle speed signal if the steering wheel operating conditions meet the preset damping adjustment conditions.

[0108] The motor control module 508 is used to drive the vehicle's magnetorheological damper to generate a damping torque according to the target damping current, and to control the power assist motor of the vehicle steering control system based on the damping torque.

[0109] In one embodiment, the steering wheel operating conditions include a non-steering operating condition, a steering-in-progress operating condition, and a steering-already operating condition; the operating condition determination module 504 is further configured to determine the current steering wheel operating condition of the vehicle as a non-steering operating condition if the steering wheel is determined to be in the center position based on the steering wheel angle signal and no torque is applied to the steering wheel based on the torque signal; determine the steering wheel operating condition as a steering-in-progress operating condition if the steering wheel is determined to be in the center position based on the steering wheel angle signal and a torque is applied to the steering wheel based on the torque signal; and determine the steering wheel operating condition as a steering-already operating condition if the steering wheel is not in the center position based on the steering wheel angle signal.

[0110] In one embodiment, the operating condition determination module 504 is further configured to determine the steering wheel angle based on the steering wheel angle signal and the steering wheel torque based on the steering wheel torque signal; if the steering wheel angle is within a preset angle range, the steering wheel angle is determined to be at the center position; if the torque is within a preset torque range, the steering wheel is determined to be without applied torque.

[0111] In one embodiment, the current determination module 506 is further configured to determine that the preset damping adjustment conditions are met if the steering wheel is in a non-steering condition, and to determine the real-time vehicle speed based on the vehicle speed signal, and to perform table lookup interpolation calculation according to the real-time vehicle speed to obtain the target damping current.

[0112] In one embodiment, the current determination module 506 is further configured to determine the speed range in which the real-time vehicle speed is located, and obtain the upper and lower speed limits of the speed range; based on the upper and lower speed limits, perform a lookup table to determine the upper limit damping current corresponding to the upper speed limit, and determine the lower limit damping current corresponding to the lower speed limit; input the real-time vehicle speed, upper speed limit, lower speed limit, upper limit damping current, and lower limit damping current into a pre-established current lookup table interpolation expression for interpolation calculation to obtain the target damping current.

[0113] In one embodiment, the motor control module 508 is further configured to determine the set input current of the magnetorheological damper based on the target damping current, and control the input current of the magnetorheological damper based on the set input current; after controlling the input current of the magnetorheological damper based on the set input current, obtain the current actual input current of the magnetorheological damper; determine the current difference between the target damping current and the current actual input current; if the current difference meets the preset input current control conditions, then based on the current difference and the target damping current, redetermine the set input current of the magnetorheological damper, and return to the step of controlling the input current of the magnetorheological damper based on the set input current, until the current difference no longer meets the current control conditions, and stop, and at the time of stopping, drive the magnetorheological damper of the vehicle to generate damping torque according to the current actual input current.

[0114] In one embodiment, the current determination module 506 is further configured to directly determine that the target damping current is zero if the steering wheel operating conditions do not meet the preset damping adjustment conditions.

[0115] The various modules in the aforementioned vehicle steering control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in the processor of the controller in hardware form or independent of it, or stored in the memory of the controller in software form, so that the processor can call and execute the corresponding operations of each module.

[0116] In one embodiment, a controller is provided, which may be a vehicle controller on a vehicle, and its internal structure diagram may be as follows: Figure 6 As shown, the controller includes a processor, memory, and input / output interfaces. The memory is connected to the processor, and the processor is connected to the input / output interfaces. The processor provides computational and control capabilities. The controller's memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores the computer program. The internal memory provides an environment for the execution of the computer program in the non-volatile storage medium. The processor's input / output interfaces are used for exchanging information between the processor and other controllers. When the computer program is executed by the processor, it implements a vehicle steering control method.

[0117] Those skilled in the art will understand that Figure 6 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the controller to which the present application is applied. A specific controller may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0118] In one embodiment, a controller is provided, including a memory and a processor, the memory storing a computer program, the processor executing the computer program to implement the steps of the vehicle steering control method described above.

[0119] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps of the vehicle steering control method described above.

[0120] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps of the vehicle steering control method described above.

[0121] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data shall comply with the relevant laws, regulations and standards of the relevant countries and regions.

[0122] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, etc., and are not limited to these.

[0123] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0124] The above embodiments are merely illustrative of several implementation methods of this application, and their descriptions are relatively specific and detailed. However, they should not be construed as limiting the scope of this application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A vehicle steering control method, characterized in that, The method includes: Collect vehicle speed signals, steering wheel angle signals, and steering wheel torque signals during vehicle operation; Based on the steering wheel angle signal and the steering wheel torque signal, the current steering wheel condition of the vehicle is determined; If the steering wheel operating condition meets the preset damping adjustment conditions, then the target damping current is determined based on the vehicle speed signal; According to the target damping current, the magnetorheological damper of the vehicle is driven to generate a damping torque, and the power assist motor of the vehicle steering control system is controlled based on the damping torque. The steering wheel operating conditions include no steering condition, waiting-to-steer condition, and already-steered condition; determining the current steering wheel operating condition of the vehicle based on the steering wheel angle signal and the steering wheel torque signal includes: If the steering wheel is determined to be in the center position based on the steering wheel angle signal, and no torque is applied to the steering wheel based on the torque signal, then the current steering wheel condition of the vehicle is determined to be a non-steering condition. If the steering wheel is determined to be in the center position based on the steering wheel angle signal, and a torque has been applied to the steering wheel based on the torque signal, then the steering wheel condition is determined to be a steering condition. If it is determined based on the steering wheel angle signal that the steering wheel is not in the center position, then the steering wheel condition is determined to be a steering condition. If the steering wheel operating condition meets the preset damping adjustment conditions, then based on the vehicle speed signal, the target damping current is determined, including: If the steering wheel is in a non-steering condition, then the preset damping adjustment conditions are met, and based on the vehicle speed signal, the real-time vehicle speed is determined. The target damping current is obtained by table lookup interpolation calculation according to the real-time vehicle speed. The step of performing table lookup interpolation calculations based on the real-time vehicle speed to obtain the target damping current includes: Determine the speed range in which the real-time vehicle speed falls, and obtain the upper and lower speed limits of the speed range. Based on the upper speed limit and the lower speed limit, a lookup table is used to determine the upper limit damping current corresponding to the upper speed limit and the lower limit damping current corresponding to the lower speed limit. The real-time vehicle speed, the upper limit of vehicle speed, the lower limit of vehicle speed, the upper limit damping current, and the lower limit damping current are input into a pre-established current lookup table interpolation expression for interpolation calculation to obtain the target damping current. The method further includes: If the steering wheel operating conditions do not meet the preset damping adjustment conditions, the target damping current is directly determined to be zero.

2. The method according to claim 1, characterized in that, The method further includes: Based on the steering wheel angle signal, the steering wheel angle is determined, and based on the steering wheel torque signal, the steering wheel torque is determined. If the steering wheel angle is within the preset angle range, then the steering wheel angle is determined to be at the center position. If the torque is within the preset torque range, it is determined that no torque is applied to the steering wheel.

3. The method according to claim 1, characterized in that, The step of driving the magnetorheological damper of the vehicle to generate a damping torque according to the target damping current includes: The set input current of the magnetorheological damper is determined based on the target damping current, and the input current of the magnetorheological damper is controlled based on the set input current. After controlling the input current of the magnetorheological damper based on the set input current, the current actual input current of the magnetorheological damper is obtained; Determine the current difference between the target damping current and the current actual input current; If the current difference meets the preset input current control conditions, then based on the current difference and the target damping current, the set input current of the magnetorheological damper is re-determined, and the step of controlling the input current of the magnetorheological damper based on the set input current is returned until the current difference no longer meets the current control conditions, and then the magnetorheological damper of the vehicle is driven to generate damping torque according to the current actual input current.

4. A controller comprising a memory and a processor, the memory storing a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 3.

5. A vehicle steering control system, characterized in that, The steering control system includes: a vehicle speed acquisition unit, a steering wheel angle and torque acquisition unit, a magnetorheological damper, a power assist motor, and a controller; the controller is connected to the vehicle speed acquisition unit, the steering wheel angle and torque acquisition unit, the magnetorheological damper, and the power assist motor respectively. The vehicle speed acquisition unit is used to acquire the vehicle speed signal during the driving process and send the vehicle speed signal to the controller; The steering wheel angle and torque acquisition unit is used to acquire steering wheel angle signals and steering wheel torque signals during vehicle operation, and send the steering wheel angle signals and steering wheel torque signals to the controller. The controller is used to determine the current steering wheel condition of the vehicle based on the steering wheel angle signal and the steering wheel torque signal; if the steering wheel condition meets the preset damping adjustment conditions, then the controller determines the target damping current based on the vehicle speed signal; according to the target damping current, the controller drives the magnetorheological damper of the vehicle to generate a damping torque, and controls the power assist motor of the vehicle steering control system based on the damping torque.

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

Images