Vehicle steering assist symmetry calibration method, apparatus, and device
By acquiring and analyzing the steering wheel torque at a set speed, a torque curve is constructed and the electric power steering system is compensated, thus solving the problem of asymmetrical steering assistance and improving user experience and vehicle safety.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- DONGFENG MOTOR GRP
- Filing Date
- 2023-10-20
- Publication Date
- 2026-06-02
AI Technical Summary
Asymmetrical power steering results in a poor driving experience for users, and existing solutions require sending the vehicle to an after-sales service center, which is time-consuming and costly.
By acquiring the clockwise and counterclockwise input torque of the steering wheel at a set speed, a torque curve is constructed, and the output torque of the electric power steering system is compensated based on a preset compensation scheme to achieve symmetry calibration.
Calibrate the steering assist symmetry while the vehicle is offline to reduce maintenance costs and improve the user driving experience and vehicle safety.
Smart Images
Figure CN117508322B_ABST
Abstract
Description
Technical Field
[0001] This application belongs to the field of vehicle steering assist technology, and in particular relates to a method, device and equipment for calibrating the symmetry of vehicle steering assist. Background Technology
[0002] Asymmetrical power steering can negatively impact the driving experience. Currently, the primary solution for asymmetrical power steering is to take the vehicle to a specialized after-sales service center for repair. However, this process is time-consuming and disrupts the user's daily driving experience. Summary of the Invention
[0003] The embodiments of this application provide a method, apparatus, and device for calibrating the symmetry of vehicle steering assist, which can at least to some extent calibrate the symmetry of steering assist based on torque data input by the user, thereby reducing vehicle maintenance costs and improving user experience.
[0004] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part from practice of this application.
[0005] According to a first aspect of the embodiments of this application, a method for calibrating the symmetry of vehicle steering assist is provided, comprising:
[0006] Obtain the first input torque and the second input torque corresponding to each set speed. The first input torque is the torque generated when the user turns the steering wheel clockwise at the set speed, and the second input torque is the torque generated when the user turns the steering wheel counterclockwise at the set speed.
[0007] A first input torque curve is obtained based on each first input torque and each target speed, and a second input torque curve is obtained based on each second input torque and each target speed, wherein the target speed is the actual speed at which the user turns the steering wheel;
[0008] Based on the first input torque curve and the second input torque curve, and using a preset compensation scheme, the output torque of the vehicle's electric power steering system is compensated.
[0009] In some embodiments of this application, based on the foregoing scheme, obtaining the first input torque corresponding to each set rotational speed includes:
[0010] The actual input torque corresponding to each rotation angle of the steering wheel when the user turns the steering wheel clockwise at a set speed is obtained;
[0011] Using each rotation angle as the independent variable and each actual input torque as the dependent variable, curve fitting is performed to obtain the first input torque.
[0012] In some embodiments of this application, based on the foregoing scheme, after obtaining the first input torque, the method further includes:
[0013] The first input torque is denoised to obtain the first input torque corresponding to the zero-order rotation angle.
[0014] In some embodiments of this application, based on the foregoing scheme, the first input torque curve is obtained according to each of the first input torques and each of the target speeds, including:
[0015] Obtain the target rotation speed corresponding to each rotation angle of the steering wheel when the user turns the steering wheel clockwise at the set rotation speed;
[0016] Using each of the target rotational speeds as independent variables and each of the first input torques as dependent variables, curve fitting is performed to obtain the first input torque curve.
[0017] In some embodiments of this application, based on the foregoing scheme, and according to the first input torque curve and the second input torque curve, the output torque of the vehicle's electric power steering system is compensated based on a preset compensation scheme, including:
[0018] Obtain the first deviation between the first input torque curve and the preset first input torque curve, and the second deviation between the second input torque curve and the preset second input torque curve;
[0019] The first deviation amount is used to compensate for the clockwise output torque of the electric power steering system of the vehicle, and the second deviation amount is used to compensate for the counterclockwise output torque of the electric power steering system of the vehicle.
[0020] In some embodiments of this application, based on the foregoing scheme, and according to the first input torque curve and the second input torque curve, the output torque of the vehicle's electric power steering system is compensated based on a preset compensation scheme, including:
[0021] Obtain the third deviation between the first input torque curve and the second input torque curve; use the third deviation to compensate the output torque of the vehicle's electric power steering system in the clockwise or counterclockwise direction of the steering wheel.
[0022] In some embodiments of this application, based on the foregoing scheme, before compensating the output torque of the vehicle's electric power steering system based on a preset compensation scheme, the method further includes:
[0023] Obtain the user's intended compensation plan, wherein the intended compensation plan is at least one of the preset compensation plans.
[0024] In some embodiments of this application, based on the foregoing scheme, the method further includes:
[0025] The first input torque, the second input torque, the output torque after compensation by the electric power steering system, and the vehicle status data are uploaded to the server.
[0026] According to a second aspect of the embodiments of this application, a vehicle steering assist symmetry calibration device is provided, comprising:
[0027] The acquisition unit is used to acquire a first input torque and a second input torque corresponding to each set speed. The first input torque is the torque generated by the user turning the steering wheel clockwise at the set speed, and the second input torque is the torque generated by the user turning the steering wheel counterclockwise at the set speed.
[0028] The generation unit is used to obtain a first input torque curve based on each first input torque and each target speed, and to obtain a second input torque curve based on each second input torque and each target speed, wherein the target speed is the actual speed at which the user turns the steering wheel;
[0029] The compensation unit is used to compensate the output torque of the vehicle's electric power steering system based on the first input torque curve and the second input torque curve, according to a preset compensation scheme.
[0030] According to a third aspect of the embodiments of this application, an electronic device is provided, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the steps of the method as described in any of the first aspects.
[0031] The one or more technical solutions provided in the embodiments of the present invention achieve at least the following technical effects or advantages:
[0032] This application embodiment obtains the first input torque in the clockwise direction and the second input torque in the counterclockwise direction generated by the user turning the steering wheel at a set speed, so as to construct the first input torque curve and the second input torque curve corresponding to the user's actual hand force. Based on a preset compensation scheme, the output torque of the vehicle's electric power steering system is compensated, thereby improving the symmetry of the vehicle's steering wheel assistance, satisfying the user's hand force experience, and improving the user's daily driving efficiency.
[0033] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description
[0034] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings:
[0035] Figure 1 A flowchart of a vehicle steering assist symmetry calibration method according to an embodiment of this application is shown.
[0036] Figure 2 This diagram illustrates the ideal relationship between the power steering motor and the steering wheel rotation angle when the rotation speed is constant.
[0037] Figure 3 A structural diagram of a vehicle steering assist symmetry calibration device according to an embodiment of this application is shown;
[0038] Figure 4 A schematic diagram of the structure of a computer system suitable for implementing the electronic device of the present application is shown. Detailed Implementation
[0039] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.
[0040] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, components, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.
[0041] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.
[0042] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.
[0043] It should also be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such uses of these terms can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described.
[0044] First, it's important to note that during daily driving, users have a subjective experience of the symmetry of steering wheel responsiveness. Specifically, when turning the steering wheel clockwise and counter-clockwise, users subjectively perceive whether the force applied to the steering wheel is symmetrical. Asymmetrical force can reduce a user's sense of confidence and safety while driving. Furthermore, to improve the steering experience, vehicles typically feature an Electric Power Steering (EPS) system. In an EPS system, the torque applied to the steering wheel by the user serves as the input torque to the power steering motor. Based on a pre-defined relationship between input and output torque, the motor outputs a corresponding assist torque; for example, when the input torque is 10 Newtons, the output torque is 100 Newtons. Essentially, during steering wheel rotation, the mechanical resistance encountered is offset by both the user's manual steering torque and the power steering motor's output torque, allowing the front left and rear front wheels to steer at the same angular velocity under different steering force conditions.
[0045] However, during use, the various hydraulic and mechanical structures of an electric power steering system may develop gaps or slight fatigue deformation, reducing the performance of the power steering motor. For example, if the user's input torque when turning the steering wheel is originally 10 Newtons, the power steering motor should output 100 Newtons of assist torque. However, due to wear and tear on the hydraulic and mechanical structures, the actual assist torque output by the motor may only reach 99 Newtons when the user's input torque is 10 Newtons. Since the total torque required for vehicle steering is 110 Newtons, the user's input torque would then need to be 11 Newtons to achieve this. Therefore, when the power steering motor's assist torque for clockwise and counterclockwise steering wheel movements is unbalanced, the user will experience an asymmetrical hand force when turning the steering wheel clockwise and counterclockwise, leading to a subjective feeling that it is difficult to control the driving situation and a poor user experience.
[0046] Currently, the main solution is to send the vehicle to a specialized after-sales service center, where professional technicians will diagnose the problem and replace or maintain the corresponding parts. For example, they will check the power steering logic of the electric power steering system, whether there are any faults in the tires and suspension, and replace or repair the corresponding parts based on the inspection results. However, the time cost of sending the vehicle for repair is relatively high, which affects the user's driving experience.
[0047] Based on the above, see Figure 1 The flowchart of the vehicle steering assist symmetry calibration method according to an embodiment of this application is shown.
[0048] like Figure 1 As shown, according to a first aspect of the embodiments of this application, a method for calibrating the symmetry of vehicle steering assist is provided. It is understood that the method can be executed on the vehicle's existing onboard ECU (Electronic Control Unit), enabling the vehicle to calibrate the symmetry of steering assist even when offline. When the method is executed using the ECU, the computational requirements of the ECU are high, thus necessitating the use of a processor module with superior performance. Alternatively, the method can also be executed on a backend server, such as a cloud server, where the ECU uploads collected user torque data to the server so that the server can execute the method to achieve vehicle steering assist symmetry calibration.
[0049] Specifically, the vehicle steering assist symmetry calibration method includes, but is not limited to, steps S101 to S103:
[0050] Step S101. Obtain the first input torque and the second input torque corresponding to each set speed. The first input torque is the torque generated by the user turning the steering wheel clockwise at the set speed, and the second input torque is the torque generated by the user turning the steering wheel counterclockwise at the set speed.
[0051] It is understood that this application embodiment can guide the user to input torque data by setting a torque data acquisition program on the vehicle terminal, such as setting a torque data acquisition program on the central control touch screen. Specifically, if the user subjectively feels an asymmetry in the force when turning the steering wheel clockwise and counterclockwise during daily driving, they can wake up the torque data acquisition program system through voice or other means to enter torque data input. To ensure the safety of the data acquisition process, before inputting torque data, the user should be reminded to adjust the vehicle to the parking position and check the current ground contact of the front wheels to use the vehicle's existing sensors to detect whether the road surface the vehicle is currently on is level. Then, the torque data acquisition program system can guide the user to input torque data according to the prompts, as follows:
[0052] First, the user turns the steering wheel clockwise to its limit position and counterclockwise to its limit position according to the set speed. In this way, the vehicle's existing torque sensor can collect the first input torque and the second input torque corresponding to the user's torsional force data throughout the clockwise and counterclockwise rotation ranges.
[0053] It is understandable that when a user turns the steering wheel at a set speed, it means that the user is expected to turn the steering wheel at a constant speed, so that the horizontal axis of the curve (i.e., the steering angle) is uniform when performing curve fitting later. To ensure that the user turns the steering wheel at a constant speed as much as possible, this embodiment of the application can display the steering wheel speed corresponding to the user's steering wheel turning in real time on the in-vehicle display terminal, thereby prompting the user to correct the steering speed in a timely manner.
[0054] Then, to ensure the variation of tire-road friction coefficient at different steering speeds and the dynamic change of the power assist curve at different steering speeds, this embodiment of the application needs to collect the input torque corresponding to different set speeds to establish the correspondence between speed and input torque. The user also needs to rotate the steering wheel in the above manner at other set speeds to collect the first and second input torques at different set speeds. It is understood that, in order to eliminate the differences caused by the interaction of various mechanical structures in the steering system, when rotating the steering wheel at each set speed, the steering wheel can be rotated clockwise or counterclockwise multiple times at each set speed. For example, the steering wheel can be rotated clockwise to its limit position three times at set speed A.
[0055] Furthermore, since the user's hand force is unstable during the steering wheel rotation, the steering wheel may not actually be rotated at a uniform speed according to the set rotation speed. That is, there may be angle intervals of non-uniform rotation within the clockwise or counterclockwise range. During the user's steering wheel rotation, this embodiment of the application uses the vehicle's existing angle sensor to calculate the torsional speed to determine the angle intervals of non-uniform rotation, and prompts the user to input torque data again within the angle interval in order to obtain more accurate torque data.
[0056] Understandably, after acquiring various torque data points using the vehicle's existing torque sensors, the torque sensors send these data points to the vehicle's ECU. The ECU then processes the acquired torque data to obtain the first input torque and the second input torque. It should be noted that after obtaining the torque data, the ECU needs to verify whether the torque data meets processing standards, such as whether the dispersion of each torque data point is lower than a preset standard.
[0057] In some embodiments of step S101, based on the aforementioned scheme, obtaining the first input torque corresponding to each set rotational speed includes:
[0058] Step S1011. Obtain the actual input torque corresponding to each rotation angle of the steering wheel when the user rotates the steering wheel clockwise at a set speed;
[0059] It should be noted that although the rotation speed of the steering wheel is preset in this embodiment, the rotation speed is uneven due to factors such as the installation and wear of the steering drive shaft positioning component, uneven energy loss of the transmission device, and unstable hand force of the user. That is, the actual input torque collected may have a slight deviation from the set speed. Therefore, this embodiment performs curve fitting on each actual input torque collected in order to obtain the correspondence between the actual input torque of the user and the preset set speed.
[0060] Step S1012. Using each rotation angle as the independent variable and each actual input torque as the dependent variable, perform curve fitting to obtain the first input torque G1(θ), as follows:
[0061] G1(θ)=a1θ 0 +b1θ 1 +c1θ 2 +d1θ 3 +...(θ>0); (1)
[0062] Where θ represents the rotation angle, and a1, b1, c1, d1, ... represent the coefficients of the 0th, 1st, 2nd, 3rd... terms, respectively, used to describe the characteristics of the fitted curve.
[0063] It is understood that the method for obtaining the second input torque in this embodiment is the same as the principle for obtaining the first input torque, and will not be repeated here. Based on the above, the second input torque G2(θ) in this embodiment is as follows:
[0064] G2(θ)=a2θ 0 +b2θ 1 +c2θ 2 +d2θ 3 +...(θ>0); (2)
[0065] Where θ represents the rotation angle, and a2, b2, c2, d2, ... represent the coefficients of the 0th, 1st, 2nd, 3rd... terms, respectively, used to describe the characteristics of the fitted curve.
[0066] See Figure 2 This diagram illustrates the ideal relationship between the power steering motor and the steering wheel rotation angle when the rotation speed is constant.
[0067] like Figure 2As shown, when the steering wheel speed is constant, ideally, the output torque of the power steering motor should not be affected by the steering angle, i.e., the output torque is constant. Since there is a preset correspondence between the output torque and the input torque of the power steering motor, theoretically, when the steering wheel speed is constant, the first input torque and the second input torque mentioned above should also be constant. Corresponding to the polynomials (1) and (2) above, if the first input torque and the second input torque are constant, then the coefficients of the polynomials, except for a1 and a2 which are not zero, should be zero. That is, the first input torque is only related to a1, and the second input torque is only related to a2. However, as mentioned above, in the actual data measurement and curve fitting process, due to the installation and wear of the steering drive shaft positioning parts, the uneven energy loss of the transmission device, and the unstable hand force of the user, the rotation speed is uneven. That is, the actual input torque collected may have a slight deviation from the set speed. In the actual polynomials (1) and (2), the coefficients of each order term, except for a1 and a2 which are not zero, may not all be zero.
[0068] Therefore, in order to eliminate noise and interference caused by various interfering factors, in some embodiments of this application, based on the aforementioned scheme, after obtaining the first input torque, the method further includes:
[0069] The first input torque is denoised to obtain the first input torque corresponding to the zero-order rotation angle.
[0070] Specifically, in order to achieve the main goal of symmetry adjustment, the embodiments of this application will use the least squares method to approach the fitted polynomials (1) and (2) to a straight line parallel to the θ axis, so as to obtain two parameters for the user's hand force level at the current set speed, namely e1 and e2. It can be understood that e1 and e2 are the revalued values of a1 and a2 after the first input torque and the second input torque are denoised.
[0071] Step S102. Obtain a first input torque curve based on each first input torque and each target speed, and obtain a second input torque curve based on each second input torque and each target speed, wherein the target speed is the actual speed at which the user turns the steering wheel;
[0072] In some embodiments of step S102, based on the aforementioned scheme, the first input torque curve is obtained according to each of the first input torques and each of the target speeds, including:
[0073] Obtain the target rotation speed corresponding to each rotation angle of the steering wheel when the user turns the steering wheel clockwise at the set rotation speed;
[0074] Using each of the target rotational speeds as independent variables and each of the first input torques as dependent variables, curve fitting is performed to obtain the first input torque curve.
[0075] Understandably, during the input torque acquisition phase, the system guides the user to turn the steering wheel multiple times clockwise and counterclockwise at different set speeds. After data processing in step S101 to obtain multiple sets of parameters e1 and e2, these parameters are stored in array form, as shown below:
[0076] E1={e 11 e 12 e 13 e 14 e 15 , ...};
[0077] E2={e 21 e 22 e 23 e 24 e 25 , ...};
[0078] Where E1 and E2 represent arrays of input torque obtained by rotating the steering wheel clockwise and counterclockwise, respectively, e 11 e 12 e 13 e 14 e 15 ... represent the parameter values in the clockwise direction corresponding to different set speeds, used to characterize the first input torque feature, e 21 e 22 e 23 e 24 e 25 , ... represent the parameter values in the counterclockwise direction corresponding to different set speeds, used to characterize the second input torque.
[0079] Understandably, after obtaining the two arrays, they are further fitted with the corresponding steering wheel speed arrays Dθ1 and Dθ2, where Dθ1 and Dθ2 represent the actual speeds measured by the sensor at various rotation angles when the steering wheel is turned clockwise and when it is turned counterclockwise, respectively. A new polynomial is then calculated using a polynomial as the approximation target, with speed as the independent variable and input torque as the dependent variable. This yields the input torque curve corresponding to the actual speed, characterizing the user's actual hand force level during steering wheel rotation. The new polynomial is as follows:
[0080]
[0081]
[0082] in, β1 and γ1 are coefficients used to characterize the features of the first input torque curve. β2 and γ2 are coefficients used to characterize the features of the second input torque curve.
[0083] Step S103. Based on the first input torque curve and the second input torque curve, and using a preset compensation scheme, compensate the output torque of the vehicle's electric power steering system.
[0084] In step S103, it should be noted that in the prior art, there is a preset correspondence between the input torque and the output torque of the electric power steering system, which is expressed as follows:
[0085] T1=φ1E1 2 +η1E1+λ1; (5)
[0086] T2=φ2E2 2 +η2E2+λ2; (6)
[0087] Where T1 and T2 represent the clockwise and counterclockwise directions of the steering wheel, respectively, the output torque of the electric power steering system, φ1, η1, and λ1 are parameters used to characterize the correspondence between the first input torque curve and the clockwise output torque, and φ2, η2, and λ2 are parameters used to characterize the correspondence between the second input torque curve and the counterclockwise output torque.
[0088] It is understood that, in some embodiments of this application, before compensating the output torque of the vehicle's electric power steering system based on the aforementioned scheme and a preset compensation scheme, the method further includes: obtaining the user's intended compensation scheme, wherein the intended compensation scheme is at least one of the preset compensation schemes. In other words, the user can select an intended compensation scheme based on their subjective hand force experience to meet their needs.
[0089] In some embodiments of step S103, based on the aforementioned scheme, and according to the first input torque curve and the second input torque curve, the output torque of the vehicle's electric power steering system is compensated based on a preset compensation scheme, including:
[0090] Obtain the first deviation between the first input torque curve and the preset first input torque curve, and the second deviation between the second input torque curve and the preset second input torque curve;
[0091] The first deviation amount is used to compensate for the clockwise output torque of the electric power steering system of the vehicle, and the second deviation amount is used to compensate for the counterclockwise output torque of the electric power steering system of the vehicle.
[0092] Specifically, during the design phase of the electric power steering system, a preset input torque curve is obtained by calculating the correspondence between different set speeds and input torque. The first deviation between the first input torque curve and the preset first input torque curve, i.e., the compensation range of the clockwise input torque of the steering wheel, and the second deviation between the second input torque curve and the preset second input torque curve, i.e., the compensation range of the counterclockwise input torque of the steering wheel, are then used to compensate the output torque of the electric power steering system to restore the manual force experience when the vehicle left the factory.
[0093] In some embodiments of step S103, based on the aforementioned scheme, and according to the first input torque curve and the second input torque curve, the output torque of the vehicle's electric power steering system is compensated based on a preset compensation scheme, including:
[0094] Obtain the third deviation between the first input torque curve and the second input torque curve;
[0095] The third deviation is used to compensate for the output torque of the vehicle's electric power steering system in the clockwise or counterclockwise direction of the steering wheel.
[0096] Specifically, if a user feels that the hand force experience on one side is better when turning the steering wheel, the hand force experience on that side can be retained, and the hand force experience on the other side can be compensated to be symmetrical with that side, thereby achieving symmetry calibration of the power steering system.
[0097] For example, if a user chooses to retain the hand force experience in the clockwise direction, the compensation magnitude ΔE(dθ) of the two input torque curves can be obtained by subtracting the first input torque curve corresponding to the clockwise direction and the second input torque curve corresponding to the counterclockwise direction, as follows:
[0098] ΔE(dθ)=E1(dθ)-E2(dθ); (7)
[0099] The electric power steering system of the vehicle compensates for the counterclockwise output torque of the steering wheel by the compensation amplitude ΔE(dθ), which is expressed as follows:
[0100] T 2target =T2+ΔE(dθ); (8)
[0101] T 2target This represents the target output torque in the counterclockwise direction after compensation.
[0102] Understandably, after compensating the output torque of the electric power steering system based on the user's chosen compensation scheme, the system can guide the user to experience the compensated electric power steering system. If the user does not approve of the compensation scheme, the system can re-collect the user's input torque data according to the above process, and perform output torque compensation based on the input torque data, until the user approves the compensation scheme.
[0103] In some embodiments of this application, based on the foregoing scheme, the method further includes:
[0104] The first input torque, the second input torque, the output torque after compensation by the electric power steering system, and the vehicle status data are uploaded to the server.
[0105] Understandably, during the adjustment of the electric power steering system, the ECU can upload complete input torque data, the vehicle's current mileage, driving conditions, and other data to a cloud database, along with various power steering adjustment schemes. This provides historical data for reference in case similar problems occur on the same vehicle model. For example, if a user's hand force imbalance was previously recorded and used as a reference template for subsequent power steering adjustments, and if the input torque curve uploaded by other users later matches the previously uploaded user's curve to a preset standard, the previous user's power steering adjustment scheme can be directly applied, reducing the computational workload.
[0106] Based on the above disclosure, this application embodiment obtains the first input torque in the clockwise direction and the second input torque in the counterclockwise direction generated by the user turning the steering wheel at a set speed, so as to construct the first input torque curve and the second input torque curve corresponding to the user's actual hand force. Based on a preset compensation scheme, the output torque of the vehicle's electric power steering system is compensated, thereby improving the symmetry of the vehicle's steering wheel assistance, satisfying the user's hand force experience, preventing human deviation caused by unstable steering wheel grip at the balance position, and improving the overall vehicle safety performance and product reliability.
[0107] The following describes an apparatus embodiment of this application, which can be used to perform the methods described in the above embodiments of this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the methods described in the above embodiments of this application.
[0108] See Figure 3 The diagram shows the structure of a vehicle steering assist symmetry calibration device according to an embodiment of this application.
[0109] like Figure 3 As shown, according to a second aspect of the embodiments of this application, a vehicle steering assist symmetry calibration device 200 is provided, comprising:
[0110] The acquisition unit 201 is used to acquire a first input torque and a second input torque corresponding to each set speed. The first input torque is the torque generated by the user turning the steering wheel clockwise at the set speed, and the second input torque is the torque generated by the user turning the steering wheel counterclockwise at the set speed.
[0111] The generation unit 202 is used to obtain a first input torque curve based on each first input torque and each target speed, and to obtain a second input torque curve based on each second input torque and each target speed, wherein the target speed is the actual speed at which the user turns the steering wheel;
[0112] The compensation unit 203 is used to compensate the output torque of the vehicle's electric power steering system based on the first input torque curve and the second input torque curve, according to a preset compensation scheme.
[0113] According to a third aspect of the embodiments of this application, an electronic device is provided, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the steps of the method as described in any of the first aspects.
[0114] According to a third aspect of the embodiments of this application, an electronic device is provided, including one or more processors and one or more memories, wherein at least one piece of program code is stored in the one or more memories, and the at least one piece of program code is loaded and executed by the one or more processors to perform the operation as described in any of the methods in the first aspect.
[0115] like Figure 4 As shown, the electronic device 400 is manifested in the form of a general-purpose computing device. The components of the electronic device 400 may include, but are not limited to: at least one processing unit 410, at least one storage unit 420, and a bus 430 connecting different system components (including storage unit 420 and processing unit 410).
[0116] The storage unit stores program code that can be executed by the processing unit 410, causing the processing unit 410 to perform the steps described in the "Embodiment Methods" section above according to various exemplary embodiments of this application.
[0117] Storage unit 420 may include a readable medium in the form of a volatile storage unit, such as random access memory (RAM) 421 and / or cache memory 422, and may further include a read-only memory (ROM) 423.
[0118] Storage unit 420 may also include a program / utility 424 having a set (at least one) of program modules 425, such program modules 425 including but 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.
[0119] Bus 430 can represent one or more of several types of bus structures, including a memory cell bus or memory cell controller, a peripheral bus, a graphics acceleration port, a processing unit, or a local bus using any of the various bus structures.
[0120] Electronic device 400 can also communicate with one or more external devices 500 (e.g., keyboard, pointing device, Bluetooth device, etc.), one or more devices that enable a user to interact with electronic device 400, and / or any device that enables electronic device 400 to communicate with one or more other computing devices (e.g., router, modem, etc.). This communication can be performed via input / output (I / O) interface 450. Furthermore, electronic device 400 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 460. As shown, network adapter 460 communicates with other modules of electronic device 400 via bus 430. 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 400, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.
[0121] The functions described herein can be implemented in hardware, software executed by a processor, firmware, or any combination thereof. If implemented in software executed by a processor, the functions can be stored as one or more instructions or codes on or transmitted via a computer-readable medium. Other examples and embodiments are within the scope and spirit of this invention and the appended claims. For example, due to the nature of software, the functions described above can be implemented using software executed by a processor, hardware, firmware, hardwired, or any combination thereof. Furthermore, the functional units can be integrated into a single processing unit, or each unit can exist physically separately, or two or more units can be integrated into a single unit.
[0122] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.
[0123] The units described as separate components may or may not be physically separate. Similarly, the components of the control device may or may not be physical units; they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment, depending on actual needs.
[0124] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.
[0125] The above description is merely an embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.
Claims
1. A method for calibrating the symmetry of vehicle steering assist, characterized in that, include: Obtain the first input torque and the second input torque corresponding to each set speed. The first input torque is the torque generated when the user turns the steering wheel clockwise at the set speed, and the second input torque is the torque generated when the user turns the steering wheel counterclockwise at the set speed. A first input torque curve is obtained based on each first input torque and each target speed, and a second input torque curve is obtained based on each second input torque and each target speed, wherein the target speed is the actual speed at which the user turns the steering wheel; Based on the first input torque curve and the second input torque curve, and using a preset compensation scheme, the output torque of the vehicle's electric power steering system is compensated. The step of compensating the output torque of the vehicle's electric power steering system based on the first input torque curve and the second input torque curve, according to a preset compensation scheme, includes: obtaining a first deviation between the first input torque curve and a preset first input torque curve, and a second deviation between the second input torque curve and a preset second input torque curve; compensating the output torque of the vehicle's electric power steering system in the clockwise direction of the steering wheel using the first deviation, and compensating the output torque of the vehicle's electric power steering system in the counterclockwise direction of the steering wheel using the second deviation; or The step of compensating the output torque of the vehicle's electric power steering system based on the first input torque curve and the second input torque curve, according to a preset compensation scheme, includes: obtaining a third deviation between the first input torque curve and the second input torque curve; and compensating the output torque of the vehicle's electric power steering system for the clockwise or counterclockwise direction of the steering wheel using the third deviation.
2. The method according to claim 1, characterized in that, Obtain the first input torque corresponding to each set speed, including: The actual input torque corresponding to each rotation angle of the steering wheel when the user turns the steering wheel clockwise at a set speed is obtained; Using each rotation angle as the independent variable and each actual input torque as the dependent variable, curve fitting is performed to obtain the first input torque.
3. The method according to claim 2, characterized in that, After obtaining the first input torque, the method further includes: The first input torque is denoised to obtain the first input torque corresponding to the zero-order rotation angle.
4. The method according to claim 1, characterized in that, The first input torque curve is obtained based on each of the first input torques and each of the target speeds, including: Obtain the target rotation speed corresponding to each rotation angle of the steering wheel when the user turns the steering wheel clockwise at the set rotation speed; Using each of the target rotational speeds as independent variables and each of the first input torques as dependent variables, curve fitting is performed to obtain the first input torque curve.
5. The method according to claim 1, characterized in that, Before compensating the output torque of the vehicle's electric power steering system based on a preset compensation scheme, the method further includes: Obtain the user's intended compensation plan, wherein the intended compensation plan is at least one of the preset compensation plans.
6. The method according to claim 1, characterized in that, The method further includes: The first input torque, the second input torque, the output torque after compensation by the electric power steering system, and the vehicle status data are uploaded to the server.
7. A vehicle steering assist symmetry calibration device, characterized in that, include: The acquisition unit is used to acquire a first input torque and a second input torque corresponding to each set speed. The first input torque is the torque generated by the user turning the steering wheel clockwise at the set speed, and the second input torque is the torque generated by the user turning the steering wheel counterclockwise at the set speed. The generation unit is used to obtain a first input torque curve based on each first input torque and each target speed, and to obtain a second input torque curve based on each second input torque and each target speed, wherein the target speed is the actual speed at which the user turns the steering wheel; The compensation unit is used to compensate the output torque of the vehicle's electric power steering system based on the first input torque curve and the second input torque curve, according to a preset compensation scheme. The step of compensating the output torque of the vehicle's electric power steering system based on the first input torque curve and the second input torque curve, according to a preset compensation scheme, includes: obtaining a first deviation between the first input torque curve and a preset first input torque curve, and a second deviation between the second input torque curve and a preset second input torque curve; compensating the output torque of the vehicle's electric power steering system in the clockwise direction of the steering wheel using the first deviation, and compensating the output torque of the vehicle's electric power steering system in the counterclockwise direction of the steering wheel using the second deviation; or The step of compensating the output torque of the vehicle's electric power steering system based on the first input torque curve and the second input torque curve, according to a preset compensation scheme, includes: obtaining a third deviation between the first input torque curve and the second input torque curve; and compensating the output torque of the vehicle's electric power steering system for the clockwise or counterclockwise direction of the steering wheel using the third deviation.
8. An electronic device, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the program, implements the steps of the method as claimed in any one of claims 1 to 6.