Steering wheel center position correction method, medium and vehicle

Abstract

The application provides a steering wheel median correction method, medium and vehicle, and relates to the technical field of electric power steering system control. The application continuously collects multiple steering wheel angles under the condition that the vehicle meets the offset detection condition, and determines the average offset of the steering wheel based on the multiple steering wheel angles. Then, the target compensation amount corresponding to the current on-off cycle of the EPS controller is determined based on the average offset. Finally, the steering wheel median offset is corrected based on the target compensation amount in the current on-off cycle. The application calculates the average offset by continuously collecting multiple steering wheel angles, which can avoid unnecessary compensation, reduce the offset error, and improve the accuracy of the steering wheel median offset compensation amount. At the same time, the correction of the steering wheel median offset is gradually realized through multiple on-off cycles, so as to prevent the power fluctuation caused by the excessive one-time compensation amount, and ensure the safety and smoothness of driving.

Description

Technical Field

[0001] This application relates to the field of electric power steering system control technology, and in particular to a steering wheel centering correction method, medium, and vehicle. Background Technology

[0002] Most passenger vehicles today are equipped with EPS (Electric Power Steering System). The EPS controller calculates the assist torque based on signals such as steering wheel torque, steering wheel speed, steering wheel angle, and vehicle speed, and then transmits it to the steering wheels via the power steering motor and rack to assist the driver in steering the vehicle in real time. However, over long-term use, mechanical wear inevitably occurs on the gears and rack, which may cause the steering wheel to deviate from its neutral position when the vehicle is traveling straight. In this case, it is necessary to correct the steering wheel deviation to ensure the proper functioning of the EPS system while maintaining the driver's driving experience and safety.

[0003] Traditional centering correction methods typically involve directly adding the current steering wheel angle as a compensation value to the steering wheel angle when a centering deviation is detected during straight-line driving, in order to correct the steering wheel centering deviation. However, the accuracy of the compensation value calculated in this way is relatively low, resulting in an unsatisfactory steering wheel centering deviation correction effect. Summary of the Invention

[0004] This application provides a steering wheel centering correction method, medium, and vehicle, which can improve the accuracy of steering wheel centering offset compensation and achieve effective correction of steering wheel centering offset.

[0005] The first aspect of this application provides a steering wheel centering correction method, the method comprising:

[0006] When the vehicle meets the offset detection conditions, multiple steering wheel angles are continuously collected, and the average steering wheel offset is determined based on the multiple steering wheel angles.

[0007] The target compensation amount corresponding to the current power-on / off cycle of the EPS controller is determined based on the above average offset.

[0008] During the current power-on / off cycle, the steering wheel center offset is corrected based on the target compensation amount.

[0009] Optionally, the steps described above, which involve continuously acquiring multiple steering wheel angles when the vehicle meets the offset detection conditions, and determining the average steering wheel offset based on these multiple steering wheel angles, include:

[0010] When the vehicle meets the offset detection conditions, the first counter is triggered to start periodic counting, and the corresponding steering wheel angle is collected in each counting cycle of the first counter.

[0011] When the count of the first counter reaches the first detection threshold, the average offset of the steering wheel is determined based on multiple steering wheel angles.

[0012] Optionally, the step of determining the target compensation amount corresponding to the current power-on / off cycle of the EPS controller based on the above-mentioned average offset includes:

[0013] If the above average offset does not exceed the preset offset range, the target compensation amount corresponding to the current power-on / off cycle of the EPS controller is determined to be zero.

[0014] If the average offset exceeds the above offset range, the target compensation amount corresponding to the current power-on / off cycle of the EPS controller is determined as the target unit compensation amount based on the offset direction of the average offset; different offset directions correspond to different unit compensation amounts.

[0015] Optionally, the step of correcting the steering wheel center offset based on the target compensation amount during the current power-on / off cycle includes:

[0016] Determine the cumulative sum of the historical target compensation amount corresponding to the historical power-on / off cycles of the above EPS controller and the target compensation amount of the current power-on / off cycle;

[0017] Under the condition that the above-mentioned cumulative conditions are met, the steering wheel center offset is corrected based on the above-mentioned target compensation amount within the current power-on / off cycle.

[0018] Optionally, after determining the cumulative sum of the historical target compensation amount corresponding to the historical power-on / off cycles of the EPS controller and the target compensation amount of the current power-on / off cycle, the method further includes:

[0019] If the above cumulative sum does not exceed the preset compensation range, the above cumulative sum is determined to satisfy the above first preset condition.

[0020] Optionally, the above method further includes:

[0021] Based on vehicle driving signals, determine the driving status of the aforementioned vehicles;

[0022] If the vehicle is detected to be traveling in a straight-line state and the duration of the straight-line state is greater than the duration threshold, the vehicle is determined to meet the above-mentioned deviation detection conditions.

[0023] Optionally, the aforementioned vehicle driving signals include steering wheel speed, steering wheel torque, vehicle speed, and wheel speed;

[0024] The steps for determining the driving status of the vehicle based on the vehicle driving signal include:

[0025] When the steering wheel speed, steering wheel torque, vehicle speed, and wheel speed difference are all within their respective threshold ranges, the driving state of the vehicle is determined to be straight-ahead.

[0026] Optionally, before the step of determining the driving state of the vehicle based on the vehicle driving signal, the method further includes:

[0027] The above vehicle driving signals are filtered.

[0028] Based on the same inventive concept, a second aspect of this application provides a steering wheel centering correction device, the device comprising:

[0029] The offset detection module is used to continuously collect multiple steering wheel angles when the vehicle meets the offset detection conditions, and to determine the average offset of the steering wheel based on the multiple steering wheel angles.

[0030] The compensation calculation module is used to determine the target compensation amount corresponding to the current power-on / off cycle of the EPS controller based on the above average offset.

[0031] The center position correction module is used to correct the steering wheel center position offset based on the target compensation amount during the current power-on / off cycle.

[0032] Based on the same inventive concept, a third aspect of the present application provides a storage medium storing machine-executable instructions, which, when executed by a processor, implement the steering wheel centering correction method proposed in the first aspect of the present application.

[0033] Based on the same inventive concept, a fourth aspect of this application provides a vehicle including a processor and a memory; the memory stores machine-executable instructions that can be executed by the processor, and the processor executes the machine-executable instructions to implement the steering wheel centering correction method as proposed in the first aspect of this application.

[0034] Compared with the prior art, this application has the following advantages:

[0035] This application provides a steering wheel centering correction method. Under conditions where the vehicle meets offset detection requirements, multiple steering wheel angles are continuously collected, and an average steering wheel offset is determined based on these angles. Then, a target compensation amount corresponding to the current power-on / off cycle of the EPS controller is determined based on the average offset. Finally, within the current power-on / off cycle, the steering wheel centering offset is corrected based on the target compensation amount. This application, by continuously collecting multiple steering wheel angles and calculating the average offset to determine the target compensation amount corresponding to the current power-on / off cycle of the EPS controller, avoids unnecessary compensation, reduces offset errors, and improves the accuracy of the steering wheel centering offset compensation. Simultaneously, by correcting in stages over multiple consecutive power-on / off cycles, the steering wheel centering offset is gradually corrected. This multi-stage, distributed compensation method prevents power assist fluctuations caused by excessively large one-time compensation amounts, ensuring driving safety and smoothness. Attached Figure Description

[0036] Figure 1 This is a flowchart of a steering wheel centering correction method according to an embodiment of this application;

[0037] Figure 2(a) is a logical schematic diagram of determining the average offset in one embodiment of this application;

[0038] Figure 2(b) is a logical schematic diagram of determining the target compensation amount in one embodiment of this application;

[0039] Figure 2(c) is a logical diagram of the cumulative compensation amount determination in one embodiment of this application;

[0040] Figure 3 This is a schematic diagram of the functional modules of a steering wheel center position correction device according to an embodiment of this application;

[0041] Figure 4 This is a structural schematic diagram of a vehicle according to one embodiment of this application. Detailed Implementation

[0042] 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, 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.

[0043] Traditional centering correction methods primarily detect steering wheel angle, steering wheel torque, vehicle speed, and wheel speed. When steering wheel centering deviates while driving straight, the current steering wheel angle is directly added as a compensation value to correct the steering wheel centering deviation. However, the compensation value calculated in this way has low accuracy and the following drawbacks:

[0044] 1. The center offset detection time is too short, which can easily lead to unnecessary compensation. For example, the vehicle may only experience a momentary steering wheel offset due to occasional vibration, in which case compensation for the steering wheel center offset angle is actually unnecessary;

[0045] 2. Using the current steering wheel angle directly as the center offset is not accurate enough and may cause a large compensation error;

[0046] 3. When the compensation amount is large at one time, it will cause a sudden change in the power assist torque, which will affect the user's driving experience.

[0047] In view of this, this application proposes a steering wheel centering correction method. This method involves continuously collecting multiple steering wheel angles when the vehicle meets the offset detection conditions, and determining the average steering wheel offset based on these angles. Then, based on the average offset, a target compensation amount corresponding to the current power-on / off cycle of the EPS controller is determined. Finally, within the current power-on / off cycle, the steering wheel centering offset is corrected based on the target compensation amount. This avoids the unnecessary compensation caused by the short centering offset detection time in existing technologies. Furthermore, calculating the average offset based on multiple consecutive steering wheel angles ensures the accuracy and precision of the compensation. Additionally, by correcting the steering wheel centering offset gradually over multiple consecutive power-on / off cycles, the method prevents power assist fluctuations caused by excessively large one-time compensation amounts, thus ensuring driving safety and smoothness.

[0048] Please refer to Figure 1 , Figure 1 This is a flowchart of a steering wheel centering correction method proposed in one embodiment of this application. Figure 1 As shown, the method includes the following steps:

[0049] S101: When the vehicle meets the offset detection conditions, continuously collect multiple steering wheel angles, and determine the average offset of the steering wheel based on the multiple steering wheel angles.

[0050] In this embodiment, when the vehicle's steering wheel does not deviate from its center position, under normal circumstances, the vehicle should be traveling straight when the steering wheel is stably in the center position. Therefore, when the vehicle's steering wheel deviates from its center position, the amount of steering wheel deviance can be determined by detecting the steering wheel angle when the vehicle is traveling straight.

[0051] In the above steps, the offset detection condition that the vehicle must meet refers to the vehicle's driving state being straight. It should be noted that the detection of the vehicle's straight-moving state can be comprehensively judged based on information such as the current steering wheel speed, steering wheel torque, vehicle speed, and wheel speed fed back by various sensors of the vehicle. The judgment method can refer to existing technologies, which will not be described in detail in this embodiment.

[0052] When the vehicle meets the offset detection conditions (i.e., the vehicle is traveling straight), multiple consecutive steering wheel angle measurements (in degrees) are collected. The average value of these steering wheel angles is then calculated to obtain the average steering wheel offset, which is used to subsequently calculate the target compensation amount. By averaging, the problem of inaccurate steering wheel angle offset measurements due to random factors can be avoided, reducing detection errors and improving the accuracy of steering wheel offset detection.

[0053] In practice, the number of consecutive sampling times can be set according to the sampling frequency of the steering wheel angle sensor and actual needs. When the number of consecutive sampling times reaches a preset detection threshold (e.g., 200 consecutive steering wheel angle samplings), the detection of the steering wheel angle offset is completed.

[0054] Compared to existing technologies that directly compensate for the offset after acquiring a single offset corresponding to the current steering wheel angle, this application determines a more accurate average offset based on a series of continuous and effective steering wheel angle offsets. This results in smaller detection errors and facilitates the subsequent calculation of the target compensation amount. Furthermore, during the continuous acquisition of steering wheel angles, if the vehicle does not meet the offset detection conditions, the acquired steering wheel angle data is cleared and acquisition begins again until the preset detection threshold is reached. A certain degree of delay is also incorporated during continuous acquisition, preventing unnecessary compensation due to excessively short median offset detection time, as seen in existing technologies.

[0055] S102: Determine the target compensation amount corresponding to the current power-on / off cycle of the EPS controller based on the above average offset.

[0056] In this embodiment, the power-on / off cycle of an EPS controller refers to the time from vehicle ignition to vehicle shutdown. After vehicle ignition, the EPS controller powers on and begins operation; after vehicle shutdown, the EPS controller powers off and ceases operation.

[0057] Optionally, this step mainly includes: if the average offset does not exceed the preset offset range, determining that the target compensation amount corresponding to the current power-on / off cycle of the EPS controller is zero; if the average offset exceeds the offset range, determining the target compensation amount corresponding to the current power-on / off cycle of the EPS controller as the target unit compensation amount based on the offset direction of the average offset; different offset directions correspond to different unit compensation amounts.

[0058] In this embodiment, both the average offset and the target compensation are measured in degrees. When determining the target compensation based on the average offset, a preset offset range needs to be considered. The offset range can be set as a closed interval consisting of an upper and lower limit value; that is, when the lower limit value ≤ average offset ≤ upper limit value, the target compensation for this correction is determined to be zero. Specifically, a negative lower limit value represents leftward steering wheel deflection, and a positive upper limit value represents rightward steering wheel deflection. The magnitude of the upper and lower limits is related to the accuracy of the offset detection. For example, the higher the detection accuracy of the steering wheel angle sensor, the smaller the upper and lower limits of the offset range can be set to achieve correction of the steering wheel center offset.

[0059] When the average offset is within the preset offset range, or equal to the lower or upper limit, it indicates that the steering wheel angle offset is small, and therefore no steering wheel center offset compensation is needed; the target compensation amount is zero. Conversely, when the average offset exceeds the preset offset range, it indicates that the steering wheel angle offset is large, and compensation is required. During compensation, the target compensation amount is determined as the target unit compensation amount based on the offset direction of the average offset.

[0060] Furthermore, the target unit compensation amount has two meanings. First, its magnitude: the target compensation amount is always a unit compensation amount, meaning that when the average offset exceeds the aforementioned offset range, the target compensation amount is a fixed value. For example, the unit compensation amount can be set to 1 or 2, thus avoiding excessive compensation at once that could cause a sudden change in the power steering torque provided by the electric power steering system, affecting driving feel. Second, its sign: the sign of the target compensation amount is determined by the direction of the average offset. A negative average offset indicates the steering wheel is deflected to the left, so the target compensation amount is positive; a positive average offset indicates the steering wheel is deflected to the right, so the target compensation amount is negative. Therefore, when the average offset is less than the lower limit, the target compensation amount for this correction is determined to be a positive unit compensation amount; when the average offset is greater than the upper limit, the target compensation amount for this correction is determined to be a negative unit compensation amount. For example, in a preset offset range of [-1, 1], with a unit compensation amount of 1, if the current average offset is 2, the target compensation amount for this correction is -1; if the current average offset is -2, the target compensation amount for this correction is 1.

[0061] Therefore, on the one hand, when the average offset detected is small, the target compensation amount is set to zero to avoid false compensation. On the other hand, when the average offset is large, the target compensation amount is set to the target unit compensation amount to avoid excessive compensation at one time, which would affect the user's driving experience.

[0062] Furthermore, to prevent false compensation, after continuously collecting multiple steering wheel angles to obtain the average steering wheel offset, a software delay can be implemented using a counter to detect the continuity of the vehicle's straight-line state. During the delay, if the vehicle consistently meets the offset detection conditions, it indicates that the vehicle is continuously in a stable straight-line state. At this point, the target compensation amount corresponding to the current power-on / off cycle of the EPS controller can be determined based on the average offset, ensuring the validity of the detected average offset and thus improving the accuracy of the steering wheel center offset compensation, achieving effective correction of the steering wheel center offset.

[0063] S103: During the current power-on / off cycle, the steering wheel center offset is corrected based on the target compensation amount.

[0064] In this embodiment, after obtaining the target compensation amount based on the average offset within the current power-on / off cycle, the target compensation amount can be directly superimposed on the real-time steering wheel angle to compensate for the real-time steering wheel angle, completing the steering wheel center offset correction operation for this power-on / off cycle. Then, in the next power-on / off cycle, steps S101-S103 are executed again. This process is repeated cyclically to gradually correct the steering wheel center offset through multiple power-on / off cycles.

[0065] For example, suppose that during a certain power-on / off cycle, the average steering wheel offset is -2 degrees (steering wheel deflection to the left), and the determined target compensation is 1 degree. Then, when the vehicle is in a steering condition, if the detected real-time steering wheel angle is 30 degrees, the target compensation is directly added to that real-time steering wheel angle; that is, the real-time steering wheel angle is compensated with the target compensation, resulting in a compensated steering wheel angle of 31 degrees. In other words, the actual steering angle during steering is 31 degrees, not 30 degrees. Therefore, the EPS controller will provide steering assistance based on a steering angle of 31 degrees to help the driver control the vehicle's steering in real time.

[0066] Furthermore, in this embodiment, the target compensation amount is the target unit compensation amount within each power-on / off cycle of the EPS controller. That is, only one unit compensation amount is compensated per power-on / off cycle of the EPS controller, and then multiple compensations are performed over several consecutive power-on / off cycles. Throughout the process, each compensation corrects a small amount, thereby gradually correcting the steering wheel center offset through multiple power-on / off cycles. This multiple, distributed compensation method prevents power assist fluctuations caused by excessively large one-time compensation amounts, ensuring driving safety and smoothness.

[0067] Furthermore, the number of corrections can be limited. If, after multiple consecutive corrections across several power-on / off cycles, the steering wheel offset still exceeds the preset offset range, and further compensation is deemed necessary, it indicates that the steering wheel's offset is too large. This programmed correction method is insufficient to completely correct the steering wheel's center position, requiring external mechanical correction. In this case, the correction process can be terminated, and a prompt message can be generated to remind the user to bring the vehicle to a repair shop promptly to prevent accidents.

[0068] Referring to Figures 2(a), 2(b), and 2(c), in another embodiment of this application, the entire steering wheel centering correction process mainly includes the following steps:

[0069] 1. Collect vehicle driving signals and filter them.

[0070] In this embodiment, steering wheel speed, steering wheel torque, steering wheel angle, vehicle speed, and wheel speed signals can be detected by corresponding sensors. The collected signals are then low-pass filtered to eliminate the influence of signal fluctuations. During low-pass filtering, the cutoff frequency needs to be calibrated. The cutoff frequency is a boundary; signal components below this frequency are retained, while those above are filtered out. Thus, low-pass filtering allows specific frequency components in the signal to pass through while significantly attenuating other frequency components, thereby filtering out interference noise. Low-pass filtering can smooth the signal by eliminating short-term fluctuations and preserving long-term trends, resulting in stable, clean, and effective signal data. Furthermore, the calibration of the cutoff frequency is mainly related to factors such as vehicle model, sensor accuracy, and the design requirements of the signal processing circuit. For example, designed for a maximum vehicle speed of 200 km / h, the cutoff frequency of the wheel speed signal output by the wheel speed sensor can be calibrated to 2075 Hz to obtain a stable and smooth wheel speed signal, improving the accuracy of subsequent vehicle deviation detection condition judgment.

[0071] In addition, the validity of the collected signals needs to be checked. For example, the validity of the signals can be marked using the SigChkVld tag. If all signals are valid, the SigChkVld tag is recorded as 1; otherwise, the SigChkVld tag is recorded as 0.

[0072] 2. Determine whether the vehicle meets the offset detection conditions based on the filtered vehicle driving signal.

[0073] Optionally, this step mainly includes: determining the driving state of the vehicle based on the vehicle driving signal; and determining that the vehicle meets the above-mentioned offset detection conditions when the vehicle is detected to be in a straight-going state and the duration of the straight-going state is greater than the duration threshold.

[0074] In this embodiment, the vehicle driving signals mainly used for offset detection condition judgment include steering wheel speed, steering wheel torque, vehicle speed, and wheel speed. As shown in Figure 2(a), if all collected signals are valid, and the steering wheel speed, steering wheel torque, vehicle speed, and wheel speed difference are all within their respective threshold ranges, then the vehicle's driving state is determined to be straight-ahead. Wheel speed difference refers to the wheel speed difference between the left and right wheels of the front row, or the wheel speed difference between the left and right wheels of the rear row. Specifically, when the vehicle speed is greater than the vehicle speed threshold and the wheel speed difference is less than the wheel speed difference threshold, it indicates that the vehicle is continuously driving at a certain speed. Furthermore, if the steering wheel speed is less than the speed threshold and the steering wheel torque is less than the torque threshold, it indicates that the vehicle is not in a turning state, but rather in a state close to straight-ahead driving. Therefore, the straight-ahead state of the vehicle can be detected using these conditions: vehicle speed, wheel speed difference, steering wheel speed, and steering wheel torque. Simultaneously, if the duration of the straight-ahead state is greater than a duration threshold, the vehicle is determined to meet the offset detection conditions, thereby achieving continuous detection of the steering wheel's center offset.

[0075] For example, the ValChkVld label can be used to mark the straight-ahead state of a vehicle. During the judgment process, if the steering wheel rotation speed is less than the speed threshold Spd_Thr, the steering wheel torque is less than the torque threshold HwTq_Thr, the vehicle speed is greater than the vehicle speed threshold VehSpd_Thr, and the wheel speed difference between the front and rear wheels is less than the wheel speed difference threshold WhlSPd_Thr, then the ValChkVld label is recorded as 1; otherwise, the ValChkVld label is recorded as 0. When both the SigChkVld label and the ValChkVld label are 1, it indicates that the vehicle meets the deviation detection conditions; when either one is 0, it indicates that the vehicle does not meet the deviation detection conditions.

[0076] 3. Determine the average offset if the vehicle meets the offset detection conditions.

[0077] In this embodiment, the calculation process of the average offset mainly includes: when the vehicle meets the offset detection conditions, triggering the first counter to start periodic counting, and collecting the corresponding steering wheel angle in each counting cycle of the first counter; when the number of counts of the first counter reaches the first detection threshold, determining the average offset of the steering wheel based on multiple steering wheel angles.

[0078] In this embodiment, the number of consecutive samplings of the steering wheel angle can be recorded by a first counter. When the number of counts of the first counter reaches a first detection threshold, the counting stops. Then, the sum of all the collected steering wheel angles is divided by the first detection threshold to obtain the average offset corresponding to the current power-on / off cycle.

[0079] As shown in Figure 2(a), under the premise that the vehicle meets the offset detection conditions, counter 1 is triggered to start periodically counting (initially 0, incrementing by 1 each time). Each time counter 1 counts, the steering wheel angle Cur_Ag is collected, and the steering wheel angles Cur_Ag are summed, i.e., angle sum AgSum = AgSum + Cur_Ag. The initial value of AgSum is 0. This process of collecting steering wheel angle data continues until counter 1 reaches a first detection threshold (e.g., 200). Then, the average value of the steering wheel angle is calculated based on the angle sum AgSum and the first detection threshold to obtain the average offset.

[0080] It should be noted that during the continuous acquisition of steering wheel angles, if the vehicle is found to not meet the offset detection conditions, the value of counter 1, the angle, and AgSum are reset to zero, and acquisition begins again until the number of acquisitions reaches the first detection threshold. Therefore, the average offset obtained by averaging a series of continuous and valid steering wheel angles will be more accurate, with smaller detection errors, which is helpful for subsequent calculations of the target compensation amount.

[0081] 4. Determine the target compensation amount corresponding to the current power-on / off cycle of the EPS controller based on the average offset.

[0082] In this embodiment, when the count of the first counter reaches the first detection threshold, and the average offset of the steering wheel is determined based on multiple steering wheel angles, the second counter is triggered to start periodic counting. When the count of the second counter reaches the second detection threshold, the target compensation amount corresponding to the current power-on / off cycle of the EPS controller is determined based on the average offset.

[0083] As shown in Figure 2(a), when the counter 1 counts to 200, the average offset is calculated by averaging the values. The average offset is: angle and AgSum / count target value 200. At the same time, the counter 2 is triggered to start periodically counting (initially 0, incremented by 1 each time) until the counter 2 counts to the second detection threshold (e.g., 200), then the target compensation amount (i.e., the compensable amount) is calculated.

[0084] In this embodiment, a certain degree of delay is applied to counters 1 and 2, which can avoid the situation in the prior art where unnecessary compensation is caused by the median offset detection and determination time being too short.

[0085] Further, as shown in Figure 2(b), when determining the target compensation amount based on the average offset, it is necessary to judge according to the preset offset range, for example, the offset range can be set to [-1, 1]. When the detected average offset is greater than 1, the target compensation amount offset_temp is determined to be -1deg (-1 degree). When the detected average offset is less than -1, the target compensation amount offset_temp is determined to be 1deg. That is, only 1 degree is compensated each time, and the steering wheel center position is corrected through multiple compensations to avoid excessive compensation at one time, which would affect the user's driving experience. In other cases, the target compensation amount offset_temp is determined to be 0deg, indicating that the current steering wheel center position offset angle is small and no correction is needed to avoid erroneous compensation.

[0086] 5. Calculate and determine whether to perform steering wheel center offset correction within the current power-on / off cycle based on the cumulative compensation amount.

[0087] Optionally, the cumulative compensation amount determination process mainly includes: determining the cumulative sum of the historical target compensation amount corresponding to the historical power-on and power-off cycles of the EPS controller and the target compensation amount of the current power-on and power-off cycle; if the cumulative sum meets the first preset condition, within the current power-on and power-off cycle, the steering wheel center offset is corrected based on the target compensation amount.

[0088] In this embodiment, after calculating the current target compensation amount, the overall cumulative compensation situation can be understood by superimposing the historical target compensation amount corresponding to each historical power-on / off cycle with the target compensation amount of the current power-on / off cycle. If the cumulative sum does not exceed the preset compensation amount range, it is determined that the cumulative sum meets the first preset condition. At this time, steering wheel angle compensation is performed based on the current target compensation amount to complete one steering wheel center offset correction operation. However, if the cumulative sum exceeds the preset compensation amount range, it is determined that the cumulative sum does not meet the first preset condition. This indicates that after multiple compensations, the steering wheel angle offset is still large, indicating that the correction method using this programmatic control is no longer sufficient to completely correct the steering wheel center offset, and there is no need to continue compensation. Therefore, in this case, the current target compensation amount can be reset to 0, the correction process ends, and a prompt message is generated to remind the user to bring the vehicle to the service station for maintenance in time, thereby achieving the correction of the steering wheel center offset through mechanical correction.

[0089] As shown in Figure 2(c), assuming the compensation range is set to [-5, 5]. During each power-on / off cycle, when determining the cumulative compensation amount, the cumulative compensation amount offset_sum stored in the previous cycle is first read from the NVM (Non-Volatile Memory). Then, the cumulative compensation amount to date is calculated and stored: offset_sum = offset_sum + offset_temp, where the initial value of offset_sum is 0. If offset_sum is greater than 5deg or less than -5deg, the target compensation amount for this cycle is set to 0, and the correction ends. This means that through the entire steering wheel center offset correction process, the final cumulative compensation to the steering wheel angle is 5deg or -5deg. In other cases, the steering wheel angle is compensated based on the target compensation amount offset_temp for this cycle, completing the steering wheel center offset correction operation for this cycle.

[0090] In this embodiment, when the vehicle meets the offset detection conditions, the average offset is obtained by continuously collecting steering wheel angles multiple times. This appropriately extends the offset detection judgment time and prevents erroneous compensation. Simultaneously, calculating the target compensation amount based on the average offset improves the accuracy and precision of the compensation. Furthermore, only 1 degree is compensated per power-on / off cycle, with a cumulative compensation not exceeding 5 degrees. This prevents power steering fluctuations caused by large compensation amounts, ensuring driving safety and smoothness.

[0091] Please refer to Figure 3 Based on the same inventive concept, a second aspect of this application provides a steering wheel centering correction device, the steering wheel centering correction device 200 comprising:

[0092] The offset detection module 201 is used to continuously collect multiple steering wheel angles when the vehicle meets the offset detection conditions, and to determine the average offset of the steering wheel based on the multiple steering wheel angles.

[0093] The compensation calculation module 202 is used to determine the target compensation amount corresponding to the current power-on / off cycle of the EPS controller based on the above average offset.

[0094] The center position correction module 203 is used to correct the steering wheel center position offset based on the target compensation amount during the current power-on / off cycle.

[0095] Optionally, the offset detection module 201 described above is specifically used for:

[0096] When the vehicle meets the offset detection conditions, the first counter is triggered to start periodic counting, and the corresponding steering wheel angle is collected in each counting cycle of the first counter; when the number of counts of the first counter reaches the first detection threshold, the average offset of the steering wheel is determined based on multiple steering wheel angles.

[0097] Optionally, the aforementioned compensation calculation module 202 is specifically used for:

[0098] If the average offset does not exceed the preset offset range, the target compensation amount corresponding to the current power-on / off cycle of the EPS controller is determined to be zero; if the average offset exceeds the offset range, the target compensation amount corresponding to the current power-on / off cycle of the EPS controller is determined as the target unit compensation amount based on the offset direction of the average offset; different offset directions correspond to different unit compensation amounts.

[0099] Optionally, the median correction module 203 includes:

[0100] The cumulative compensation judgment submodule is used to determine the cumulative sum of the historical target compensation amount corresponding to the historical power-on and power-off cycles of the EPS controller and the target compensation amount of the current power-on and power-off cycle; if the cumulative sum meets the first preset condition, the steering wheel center offset is corrected based on the target compensation amount within the current power-on and power-off cycle.

[0101] Optionally, the aforementioned cumulative compensation judgment submodule is also used for:

[0102] If the above cumulative sum does not exceed the preset compensation range, the above cumulative sum is determined to satisfy the above first preset condition.

[0103] Optionally, the above-mentioned device further includes:

[0104] The vehicle status detection module is used to determine the driving status of the vehicle based on the vehicle driving signal; if the vehicle is detected to be in a straight-ahead state and the duration of the straight-ahead state is greater than the duration threshold, the module determines that the vehicle meets the offset detection conditions.

[0105] Optionally, the aforementioned vehicle driving signals include steering wheel speed, steering wheel torque, vehicle speed, and wheel speed;

[0106] The vehicle state detection module is specifically used to determine that the vehicle's driving state is straight-line when the steering wheel speed, steering wheel torque, vehicle speed, and front and rear wheel speed difference are within their respective threshold ranges.

[0107] Optionally, the above-mentioned device further includes:

[0108] The filtering module is used to filter the aforementioned vehicle driving signals.

[0109] As the device embodiment is basically similar to the method embodiment, the description is relatively simple, and relevant parts can be found in the description of the method embodiment.

[0110] Thirdly, based on the same inventive concept, embodiments of this application provide a storage medium storing machine-executable instructions, which, when executed by a processor, implement the steering wheel centering correction method proposed in the first aspect of this application.

[0111] It should be noted that the specific implementation of the storage medium in this application embodiment refers to the specific implementation of the steering wheel center position correction method proposed in the first aspect of the above-mentioned application embodiment, and will not be repeated here.

[0112] Fourthly, based on the same inventive concept, referring to Figure 4 This application provides a vehicle 300, including a processor 301 and a memory 302; the memory 302 stores machine-executable instructions that can be executed by the processor 301, and the processor 301 is used to execute the machine-executable instructions to implement the steering wheel centering correction method as proposed in the first aspect of this application.

[0113] It should be noted that the specific implementation of the vehicle 300 in this application embodiment refers to the specific implementation of the steering wheel center position correction method proposed in the first aspect of the aforementioned application embodiment, and will not be repeated here.

[0114] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0115] Those skilled in the art will understand that embodiments of this application can be provided as methods, apparatus, or computer program products. Therefore, embodiments of this application can take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, embodiments of this application can take the form of computer program products implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0116] This application describes embodiments with reference to flowchart illustrations and / or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of this application. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing terminal device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal device, generate instructions for implementing the flowchart illustrations. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0117] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing terminal device to operate in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0118] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal equipment, causing a series of operational steps to be performed on the computer or other programmable terminal equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable terminal equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0119] Although preferred embodiments of the present application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments of the present application.

[0120] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes said element.

[0121] The above provides a detailed description of the steering wheel centering correction method, medium, and vehicle provided in this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A method for correcting the center position of a steering wheel, characterized in that, The method includes: When the vehicle meets the offset detection conditions, multiple steering wheel angles are continuously collected, and the average steering wheel offset is determined based on the multiple steering wheel angles. The target compensation amount corresponding to the current power-on / off cycle of the EPS controller is determined based on the average offset. During the current power-on / off cycle, the steering wheel center offset is corrected based on the target compensation amount; The step of continuously acquiring multiple steering wheel angles when the vehicle meets the offset detection conditions, and determining the average steering wheel offset based on the multiple steering wheel angles, includes: When the vehicle meets the offset detection conditions, the first counter is triggered to start periodic counting, and the corresponding steering wheel angle is collected in each counting cycle of the first counter; When the count of the first counter reaches the first detection threshold, the average offset of the steering wheel is determined based on the multiple steering wheel angles; The step of determining the target compensation amount corresponding to the current power-on / off cycle of the EPS controller based on the average offset includes: If the average offset does not exceed the preset offset range, the target compensation amount corresponding to the current power-on / off cycle of the EPS controller is determined to be zero. If the average offset exceeds the offset range, the target compensation amount corresponding to the current power-on / off cycle of the EPS controller is determined as the target unit compensation amount based on the offset direction of the average offset; different offset directions correspond to different unit compensation amounts.

2. The method according to claim 1, characterized in that, The step of correcting the steering wheel center offset based on the target compensation amount during the current power-on / off cycle includes: Determine the cumulative sum of the historical target compensation amount corresponding to the historical power-on / off cycles of the EPS controller and the target compensation amount of the current power-on / off cycle; Under the condition that the accumulation meets the first preset condition, the steering wheel center offset is corrected based on the target compensation amount during the current power-on / off cycle.

3. The method according to claim 2, characterized in that, After determining the cumulative sum of the historical target compensation amount corresponding to the historical power-on / off cycles of the EPS controller and the target compensation amount of the current power-on / off cycle, the method further includes: If the cumulative sum does not exceed the preset compensation range, the cumulative sum is determined to satisfy the first preset condition.

4. The method according to any one of claims 1-3, characterized in that, The method further includes: The driving status of the vehicle is determined based on the vehicle driving signals; If the vehicle is detected to be traveling in a straight-line state and the duration of the straight-line state is greater than a duration threshold, the vehicle is determined to meet the offset detection condition.

5. The method according to claim 4, characterized in that, The vehicle driving signals include steering wheel speed, steering wheel torque, vehicle speed, and wheel speed; The step of determining the driving status of the vehicle based on the vehicle driving signal includes: If the steering wheel rotation speed, the steering wheel torque, the vehicle speed, and the wheel speed difference are all within their respective threshold ranges, the vehicle's driving state is determined to be a straight-line state.

6. The method according to claim 4, characterized in that, Before the step of determining the driving state of the vehicle based on the vehicle driving signal, the method further includes: The vehicle driving signal is filtered.

7. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steering wheel centering correction method as described in any one of claims 1 to 6.

8. A vehicle, characterized in that, It includes a processor and a memory; the memory stores machine-executable instructions that can be executed by the processor, and the processor executes the machine-executable instructions to implement the steering wheel centering correction method as described in any one of claims 1 to 6.

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