Tire deformation compensation method and device for electric power steering system and vehicle

Abstract

The application relates to the technical field of vehicles, in particular to a tire deformation compensation method and device of an electric power steering system and a vehicle, wherein the method comprises the following steps: detecting a current working condition of the vehicle; identifying actual tire deformation elasticity of the vehicle according to the current working condition; generating a current deformation compensation force of the vehicle according to the actual tire deformation elasticity, and compensating a steering torque of the electric power steering system of the vehicle based on the current deformation compensation force. Thus, the tire deformation elasticity is decoupled from the steering feel control system, is compensated separately, and the negative influence caused by indirectly reducing the tire deformation elasticity through adjusting the control parameters, filtering coefficients and other modes in the related art is solved, the influence caused by the tire deformation elasticity cannot be fundamentally eliminated, and the influence of the tire deformation elasticity on the steering feel of the driver and the robustness of the steering system is reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a tire deformation compensation method, device and vehicle for an electric power steering system. Background Technology

[0002] During vehicle operation, road conditions can vary greatly, and many factors are related to steering feel and comfort, such as tire pressure and friction. Among these, tire pressure deformation has a significant impact on the driver's feel and the robustness of the steering system, especially when maneuvering at low speeds and at large steering angles.

[0003] In related technologies, the impact of tire deformation elasticity on the steering system is generally compensated to a small extent through friction compensation, self-centering compensation, and damping compensation.

[0004] However, the methods in the relevant technologies can only reduce the impact of tire deformation elasticity on the vehicle under medium and high vehicle speed conditions. Under conditions of stationary and low vehicle speed with large steering angle, the tire elastic deformation elasticity is relatively large, and other compensating forces alone cannot eliminate the adverse effects caused by the tire elastic deformation elasticity, which urgently needs to be solved. Summary of the Invention

[0005] In view of this, this application aims to propose a tire deformation compensation method, device and vehicle for an electric power steering system. This method solves the problem in related technologies that the negative impact of tire deformation elasticity can be indirectly reduced by adjusting control parameters, filter coefficients and other means, but cannot fundamentally eliminate the impact of tire deformation elasticity. This method reduces the impact of tire deformation elasticity on the driver's feel and the robustness of the steering system.

[0006] To achieve the above objectives, the technical solution of this application is implemented as follows:

[0007] To check the current operating condition of the vehicle;

[0008] Identify the actual tire deformation elasticity of the vehicle based on the current operating conditions; and

[0009] The current deformation compensation force of the vehicle is generated based on the actual tire deformation elastic force, and the steering torque of the electric power steering system of the vehicle is compensated based on the current deformation compensation force.

[0010] Furthermore, the current operating condition of the detection vehicle includes:

[0011] Collect the road surface type of the road where the vehicle is currently located;

[0012] The actual tire pressure of the vehicle's tires, the actual speed of the vehicle, and the actual steering angle of the steering wheel are detected.

[0013] The current operating condition is determined based on the road surface type, the actual tire pressure, the actual vehicle speed, and the actual steering angle.

[0014] Further, the step of identifying the actual tire deformation elastic force of the vehicle based on the current operating conditions includes:

[0015] The road surface type, the actual tire pressure, the actual vehicle speed, and the actual steering angle are input into a pre-trained tire deformation elasticity recognition model to obtain the actual tire deformation elasticity.

[0016] Further, the step of inputting the road surface type, the actual tire pressure, the actual vehicle speed, and the actual steering angle into the pre-trained tire deformation elasticity recognition model includes:

[0017] Obtain the vehicle's overall signal time series;

[0018] The probability array of the current tire deformation elasticity of the vehicle is obtained based on the vehicle signal time series and the actual tire deformation elasticity.

[0019] The actual tire deformation elastic force is calculated based on the probability array, the corresponding tire deformation elastic force array, and the preset weight array.

[0020] Furthermore, the aforementioned tire deformation compensation method for electric power steering systems also includes:

[0021] The tire deformation elastic force corresponding to the target input information is calculated using multiple preset tire deformation elastic force calculation algorithms, and the difference value of the tire deformation elastic force recognition model is obtained by comparing it with the tire deformation elastic force recognition model.

[0022] When the difference value is less than or equal to a preset threshold, the actual tire deformation elastic force is output; otherwise, a safety error is reported.

[0023] Furthermore, the aforementioned tire deformation compensation method for electric power steering systems also includes:

[0024] Detect whether the actual tire deformation elastic force is greater than a preset safety threshold;

[0025] When the actual tire deformation elastic force is detected to be greater than the preset safety threshold, the vehicle is controlled to issue a safety alarm.

[0026] Compared with the prior art, the tire deformation compensation method for the electric power steering system described in this application has the following advantages:

[0027] The tire deformation compensation method for electric power steering systems described in this application detects the current operating conditions of the vehicle; identifies the actual tire deformation elastic force based on the current operating conditions; generates a current deformation compensation force based on the actual tire deformation elastic force; and compensates the steering torque of the electric power steering system based on the current deformation compensation force. Thus, based on conventional onboard sensor signals and using a neural network recognition model to identify different operating conditions, the tire deformation elastic force is decoupled from the steering feel control system and compensated separately. This solves the problem in related technologies where the negative impact of tire deformation elastic force is indirectly reduced by adjusting control parameters and filtering coefficients, but the impact cannot be fundamentally eliminated. This reduces the influence of tire deformation elastic force on the driver's feel and the robustness of the steering system.

[0028] Another objective of this application is to propose a tire deformation compensation device for an electric power steering system. This device can solve the problem that there are no effective measures in the related technology to compensate for the negative impact of tire deformation elasticity. The impact can only be indirectly reduced by adjusting control parameters, filter coefficients, etc., and cannot be fundamentally eliminated. This reduces the impact of tire deformation elasticity on the driver's feel and the robustness of the steering system.

[0029] To achieve the above objectives, the technical solution of this application is implemented as follows:

[0030] A tire deformation compensation device for an electric power steering system includes:

[0031] The first detection module is used to detect the current operating condition of the vehicle;

[0032] The identification module is used to identify the actual tire deformation elastic force of the vehicle based on the current operating conditions; and

[0033] The compensation module is used to generate the current deformation compensation force of the vehicle based on the actual tire deformation elastic force, and to compensate the steering torque of the electric power steering system of the vehicle based on the current deformation compensation force.

[0034] Furthermore, the first detection module includes:

[0035] The data acquisition unit is used to collect the road surface type of the road where the vehicle is currently located;

[0036] The detection unit is used to detect the actual tire pressure of the vehicle's tires, the actual speed of the vehicle, and the actual steering angle of the steering wheel.

[0037] The determining unit is used to determine the current operating condition based on the road surface type, the actual tire pressure, the actual vehicle speed, and the actual steering angle.

[0038] Furthermore, the identification module includes:

[0039] The acquisition unit is used to input the road surface type, the actual tire pressure, the actual vehicle speed, and the actual steering angle into a pre-trained tire deformation elasticity recognition model to obtain the actual tire deformation elasticity.

[0040] Further, the acquisition unit includes:

[0041] Obtain the vehicle's overall signal time series;

[0042] The probability array of the current tire deformation elasticity of the vehicle is obtained based on the vehicle signal time series and the actual tire deformation elasticity.

[0043] The actual tire deformation elastic force is calculated based on the probability array, the corresponding tire deformation elastic force array, and the preset weight array.

[0044] Furthermore, the tire deformation compensation device of the aforementioned electric power steering system also includes:

[0045] The calculation module is used to calculate the tire deformation elastic force corresponding to the target input information using multiple preset tire deformation elastic force calculation algorithms, and obtain the difference value of the tire deformation elastic force recognition model by comparing it with the tire deformation elastic force recognition model.

[0046] The first control module is used to output the actual tire deformation elastic force when the difference value is less than or equal to a preset threshold, otherwise to issue a safety error.

[0047] Furthermore, the tire deformation compensation device of the aforementioned electric power steering system also includes:

[0048] The second detection module is used to detect whether the actual tire deformation elastic force is greater than a preset safety threshold.

[0049] The second control module is used to control the vehicle to issue a safety alarm when the actual tire deformation elastic force is detected to be greater than the preset safety threshold.

[0050] Another objective of this application is to propose a vehicle that addresses the problem in related technologies where the negative impact of tire deformation elasticity can be indirectly reduced by adjusting control parameters, filter coefficients, etc., but the impact of tire deformation elasticity on the driver's feel and the robustness of the steering system cannot be fundamentally eliminated.

[0051] To achieve the above objectives, the technical solution of this application is implemented as follows:

[0052] A vehicle includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the tire deformation compensation method for an electric power steering system as described above.

[0053] The vehicle described above has the same advantages over the existing technology as the tire deformation compensation method of the electric power steering system, and will not be repeated here.

[0054] Another objective of this application is to provide a computer-readable storage medium.

[0055] To achieve the above objectives, the technical solution of this application is implemented as follows:

[0056] A computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement the tire deformation compensation method for an electric power steering system as described above.

[0057] The computer-readable storage medium described above has the same advantages over the prior art as the tire deformation compensation method for the electric power steering system, and will not be repeated here. Attached Figure Description

[0058] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0059] Figure 1 A flowchart of a tire deformation compensation method for an electric power steering system provided in an embodiment of this application;

[0060] Figure 2 This is a schematic diagram of the structure of a tire deformation elastic force recognition model provided in one embodiment of this application;

[0061] Figure 3 A flowchart illustrating a monitoring module provided in one embodiment of this application;

[0062] Figure 4 A flowchart of a tire deformation compensation method for an electric power steering system provided in one embodiment of this application;

[0063] Figure 5 A block diagram of a tire deformation compensation device for an electric power steering system provided in an embodiment of this application;

[0064] Figure 6 This is a schematic diagram of the vehicle structure provided in an embodiment of this application. Detailed Implementation

[0065] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0066] The present application will now be described in detail with reference to the accompanying drawings and embodiments.

[0067] Figure 1 This is a schematic flowchart of a tire deformation compensation method for an electric power steering system according to an embodiment of this application.

[0068] In this embodiment, the electric power steering (EPS) system detects the driver's driving behavior and vehicle motion status in real time, and controls the actuator motor through the ECU (Electronic Control Unit) inside the system to provide appropriate steering assistance torque to the vehicle. It makes steering easy at low speeds and stable at high speeds. Compared with traditional mechanical and hydraulic power steering systems, it has advantages such as safety, energy saving, comfort and convenient installation.

[0069] like Figure 1 As shown, the tire deformation compensation method for electric power steering systems includes the following steps:

[0070] Step S101: Detect the current operating condition of the vehicle.

[0071] Furthermore, in some embodiments, detecting the current operating condition of the vehicle includes: acquiring the road surface type of the road where the vehicle is currently located; detecting the actual tire pressure of the vehicle's tires, the actual vehicle speed, and the actual steering angle of the steering wheel; and determining the current operating condition based on the road surface type, actual tire pressure, actual vehicle speed, and actual steering angle.

[0072] It should be understood that during vehicle cornering, the elastic deformation of the tires will affect the vehicle's steering experience. In some cases, the vehicle may drift. The embodiments of this application can generate the vehicle's compensation force for the current deformation by the actual tire deformation elastic force, which can compensate for the deficiencies caused by the tire elastic deformation during cornering.

[0073] Therefore, before compensation, this embodiment can first collect the road surface type of the road where the vehicle is currently located; detect the actual tire pressure of the vehicle's tires, the actual vehicle speed, and the actual steering angle of the steering wheel. In this embodiment, the road surface type of the road where the vehicle is currently located can be collected by an image acquisition device (such as a camera), the tire pressure of the vehicle can be obtained by a tire pressure sensor, the actual vehicle speed can be obtained by a speed sensor, and the actual steering angle of the steering wheel can be obtained by a steering angle sensor. Based on the collected actual tire pressure of the vehicle's tires, the actual vehicle speed, and the actual steering angle of the steering wheel, the current operating condition of the vehicle can be determined.

[0074] Step S102: Identify the actual tire deformation elasticity of the vehicle based on the current working conditions.

[0075] Furthermore, in some embodiments, identifying the actual tire deformation elasticity of the vehicle based on the current operating conditions includes: inputting the road surface type, actual tire pressure, actual vehicle speed, and actual steering angle into a pre-trained tire deformation elasticity recognition model to obtain the actual tire deformation elasticity.

[0076] Specifically, there are many ways to identify the actual tire deformation elasticity of a vehicle.

[0077] As one possible implementation method, this application embodiment can be implemented through online recognition. For example, this application embodiment can input the actual tire pressure of the vehicle's tires, the actual vehicle speed, and the actual steering angle of the steering wheel to obtain the learning results, which are then fed back to the learning model. The learning model is then written into the software to identify the actual tire deformation elasticity of the vehicle. This method can effectively improve the reliability of tire deformation elasticity and can be personalized for wear and tear during the vehicle's life cycle, driver driving habits, and individual vehicle differences to obtain the most suitable model for a particular vehicle. Since the algorithm will adapt when vehicle parts are damaged, it takes a certain amount of time for the algorithm to learn back to normal values ​​after the owner replaces the parts. This requires high computing power and necessitates the computing power support of advanced functions such as autonomous driving.

[0078] As another possible implementation method, this application embodiment is implemented through offline recognition. For example, the learned probability array is written into the software as a parameter to identify the actual tire deformation elastic force of the vehicle. This method can effectively reduce the chip computing power requirements. By calculating a large number of tedious and complex learning algorithms offline, parameters with high universality are obtained. The tire deformation elastic force is calculated directly in the software using the input signal and the probability array superimposed with weights.

[0079] Therefore, the embodiments of this application can select a suitable identification method to identify the actual tire deformation elasticity of a vehicle based on the advantages and disadvantages of the two methods mentioned above and the actual project situation.

[0080] It should be noted that the tire deformation elasticity recognition model in this application embodiment can be trained using machine learning methods. Specifically, this application embodiment can first employ a supervised learning method, installing sensors on a sample vehicle to collect tire deformation elasticity as the learning result, which is then fed back to the learning model to accelerate the model's learning speed and reliability. The input of the collected signals can include road surface type, actual tire pressure, actual vehicle speed, actual steering angle, steering motor force, gyroscope acceleration, etc., and data is collected under different temperatures, weather conditions, and road conditions. The collected dataset should include road surface type, actual tire pressure, actual vehicle speed, actual steering angle, steering motor force, and gyroscope acceleration, covering a relatively comprehensive range of steering operations. Secondly, this application embodiment can train the tire deformation elasticity recognition model layer by layer using a neural network, strengthening the data flow for tire elasticity training at each layer of the neural network. Finally, the learning results and model are corrected and optimized by combining the tire elasticity collected by the sensors. The tire deformation elasticity recognition model can be as follows: Figure 2 As shown.

[0081] Furthermore, in some embodiments, the road surface type, actual tire pressure, actual vehicle speed, and actual steering angle are input into a pre-trained tire deformation elasticity recognition model, including: acquiring the vehicle's whole-vehicle signal time series; acquiring a probability array of the vehicle's current tire deformation elasticity based on the whole-vehicle signal time series and the actual tire deformation elasticity; and calculating the actual tire deformation elasticity based on the probability array, the corresponding tire deformation elasticity array, and a preset weight array.

[0082] The time series data can be obtained from the vehicle's T-box (Telematics BOX). The preset weight array can be pre-set by the user, obtained through a limited number of experiments, or obtained through a limited number of computer simulations; no specific limitations are imposed here.

[0083] Specifically, assuming the tire deformation elasticity recognition model of this application embodiment can be represented by ForceClassifier(), the relevant vehicle signal time series SignalTimeSeries is used as the input parameter. Based on the degree of matching between the input signal and different tire deformation elasticity magnitudes, the probability array of the current tire deformation elasticity can be obtained: [p1,p2,…,pn] = ForceClassifier(SignalsTimeSeries); the tire deformation elasticity array corresponding to the probability array [p1,p2,…,pn] is [N1,N2,…,Nn]. Generally, the result of machine learning is the probability of different categories, and the categories can be directly superimposed to obtain the final result. However, in this application embodiment, the output of machine learning is a single tire deformation elasticity. If the elasticity array is directly multiplied and superimposed with the probability array to obtain the final tire deformation elasticity, a large error will occur in practical applications. Therefore, this application embodiment needs to add an additional weight array [w1,w2,…,wn] to process the final output of tire deformation elasticity. The weight array can be calibrated during the later vehicle testing process.

[0084] Step S103: Generate the current deformation compensation force of the vehicle based on the actual tire deformation elastic force, and compensate the steering torque of the vehicle's electric power steering system based on the current deformation compensation force.

[0085] It should be understood that the embodiments of this application may establish a mapping relationship between the actual tire deformation elastic force and the current deformation compensation force of the vehicle. For example, the embodiments of this application may directly use the actual tire deformation elastic force obtained in the above steps as the current deformation compensation force of the vehicle. Alternatively, the embodiments of this application may also set a preset compensation value, and use the sum or difference between the actual tire deformation elastic force obtained in the above steps and the preset compensation value as the current deformation compensation force of the vehicle. This allows the steering torque of the electric power steering system of the vehicle to be compensated based on the current deformation compensation force and the system compensation forces such as return, damping, friction, and inertia compensation.

[0086] Furthermore, in some embodiments, the above-mentioned tire deformation compensation method for electric power steering system further includes: calculating the tire deformation elastic force corresponding to the target input information using a plurality of preset tire deformation elastic force calculation algorithms, and obtaining the difference value of the tire deformation elastic force recognition model with the tire deformation elastic force recognition model; when the difference value is less than or equal to a preset threshold, outputting the actual tire deformation elastic force (i.e., allowing real vehicle calibration), otherwise issuing a safety error.

[0087] The preset threshold can be set by the user, obtained through a limited number of experiments, or obtained through a limited number of computer simulations. No specific limitation is made here. The actual vehicle calibration is to detect whether the tire deformation compensation method meets the safety standards. There are many ways to report safety errors. For example, the word "error" can be displayed on the screen. No specific limitation is made here.

[0088] It should be noted that, since neural networks are essentially trained on large amounts of data to derive a target probability function, the resulting structure has an unavoidable drawback: the reliability of the result cannot be 100%. Furthermore, in the automotive field, the functional safety level requirement for software must reach ASIL (Automotive Safety Integration Level) D. Therefore, a monitoring module is an indispensable component for applying machine learning algorithms to the automotive field. Based on functional safety level requirements, to ensure the safety performance of the final tire deformation elastic force value from multiple dimensions, this application performs error monitoring on the learned value of the tire deformation elastic force. During monitoring, the same input is used, but different algorithms are applied to calculate the tire deformation elastic force, and the results output by the monitoring module are compared with the results output by the learning module.

[0089] Furthermore, in some embodiments, the above-described tire deformation compensation method for electric power steering system further includes: detecting whether the actual tire deformation elastic force is greater than a preset safety threshold; and controlling the vehicle to issue a safety alarm when the actual tire deformation elastic force is detected to be greater than the preset safety threshold.

[0090] The preset safety threshold can be a threshold set by the user, a threshold obtained through a limited number of experiments, or a threshold obtained through a limited number of computer simulations. No specific limitation is made here. For example, in this embodiment of the application, a safety limit based on vehicle speed can be set for the tire deformation elasticity. At different vehicle speeds, the preset safety threshold of the tire deformation elasticity can be estimated through calibration. The final output tire deformation elasticity should be within the preset safety limit to ensure the safety of the tire deformation elasticity value. There are many ways to trigger a safety alarm. It can be triggered by an optical reminder device, such as a flashing red LED light, or by an acoustic reminder device, such as a buzzer emitting a "beep beep beep" sound.

[0091] Specifically, such as Figure 3 As shown, the input signals (collected vehicle tire pressure, actual vehicle speed, actual steering wheel angle, and time series) are processed by the tire deformation elasticity recognition module and error monitoring algorithm to obtain the tire deformation elasticity value. The error monitoring module performs differential monitoring, and then the safety monitoring module determines whether it meets the safety threshold and outputs the corresponding result.

[0092] To enable those skilled in the art to further understand the tire deformation compensation method of the electric power steering system of this application, a detailed description is provided below with reference to specific embodiments.

[0093] like Figure 4 As shown, the tire deformation compensation method for the electric power steering system in this application embodiment can be implemented through the following steps.

[0094] S401, Vehicle Data Signal Acquisition.

[0095] The system collects the road surface type of the road where the vehicle is currently located, and uses relevant sensors to collect the actual tire pressure of the vehicle's tires, the actual vehicle speed, and the actual steering angle of the steering wheel to determine the vehicle's current operating condition.

[0096] S402, Training of Tire Deformation Elasticity Model.

[0097] The training methods include online recognition and offline recognition. This application embodiment allows for the selection of a suitable recognition method to identify the actual tire deformation elasticity of a vehicle based on the specific project requirements.

[0098] S403, tire deformation elasticity compensation.

[0099] The vehicle's current deformation compensation force is generated based on the actual tire deformation elastic force.

[0100] S404, tire deformation elasticity monitoring.

[0101] The input signals (collected vehicle tire pressure, actual vehicle speed, actual steering wheel angle, and time series) are processed by the tire deformation elasticity recognition module and error monitoring algorithm to obtain the tire deformation elasticity value. The error monitoring module performs differential monitoring, and then the safety monitoring module determines whether it meets the safety threshold and outputs the corresponding result.

[0102] S405 outputs tire deformation elasticity.

[0103] The tire deformation compensation method for an electric power steering system according to embodiments of this application detects the current operating condition of the vehicle, identifies the actual tire deformation elasticity based on the current operating condition, generates a current deformation compensation force based on the actual tire deformation elasticity, and compensates the steering torque of the electric power steering system based on the current deformation compensation force. Thus, based on conventional onboard sensor signals and using a neural network recognition model to identify different operating conditions, the tire deformation elasticity is decoupled from the steering feel control system and compensated separately. This solves the problem in related technologies where the negative impact of tire deformation elasticity is indirectly reduced by adjusting control parameters and filtering coefficients, but the impact cannot be fundamentally eliminated. This reduces the influence of tire deformation elasticity on the driver's feel and the robustness of the steering system.

[0104] Furthermore, such as Figure 5 As shown in the embodiments of this application, a tire deformation compensation method 10 for an electric power steering system is also disclosed, which includes: a first detection module 100, an identification module 200 and a compensation module 300.

[0105] The first detection module 100 is used to detect the current operating condition of the vehicle.

[0106] The identification module 200 is used to identify the actual tire deformation elastic force of the vehicle according to the current working conditions;

[0107] The compensation module 300 is used to generate the current deformation compensation force of the vehicle based on the actual tire deformation elastic force, and to compensate the steering torque of the vehicle's electric power steering system based on the current deformation compensation force.

[0108] Furthermore, the first detection module 100 includes: a data acquisition unit for acquiring the road surface type of the road where the vehicle is currently located; and a detection unit for detecting the actual tire pressure of the vehicle's tires, the actual vehicle speed, and the actual steering angle of the steering wheel.

[0109] The determination unit is used to determine the current operating conditions based on road surface type, actual tire pressure, actual vehicle speed, and actual steering angle.

[0110] Furthermore, the identification module 200 is specifically used for:

[0111] The acquisition unit is used to input the road surface type, actual tire pressure, actual vehicle speed, and actual steering angle into a pre-trained tire deformation elasticity recognition model to obtain the actual tire deformation elasticity.

[0112] Further, the acquisition unit includes:

[0113] Obtain the vehicle's overall signal time series;

[0114] The probability array of the current tire deformation elastic force of the vehicle is obtained based on the vehicle signal time series and the actual tire deformation elastic force;

[0115] The actual tire deformation elastic force is calculated based on the probability array, the corresponding tire deformation elastic force array, and the preset weight array.

[0116] Furthermore, the tire deformation compensation device of the aforementioned electric power steering system also includes:

[0117] The calculation module is used to calculate the tire deformation elastic force corresponding to the target input information using multiple preset tire deformation elastic force calculation algorithms, and obtain the difference value of the tire deformation elastic force recognition model by comparing it with the tire deformation elastic force recognition model.

[0118] The first control module is used to output the actual tire deformation elastic force when the difference value is less than or equal to a preset threshold, otherwise it will issue a safety error.

[0119] Furthermore, the tire deformation compensation device of the aforementioned electric power steering system also includes:

[0120] The second detection module is used to detect whether the actual tire deformation elastic force is greater than the preset safety threshold.

[0121] The second control module is used to control the vehicle to issue a safety alarm when the actual tire deformation elastic force is detected to be greater than a preset safety threshold.

[0122] It should be noted that the specific implementation of the tire deformation compensation device of the electric power steering system in this application embodiment is similar to the specific implementation of the tire deformation compensation method of the electric power steering system. In order to reduce redundancy, it will not be described in detail here.

[0123] The tire deformation compensation device for the electric power steering system according to the embodiments of this application detects the current operating condition of the vehicle, identifies the actual tire deformation elasticity based on the current operating condition, generates the current deformation compensation force based on the actual tire deformation elasticity, and compensates the steering torque of the electric power steering system based on the current deformation compensation force. Thus, based on conventional on-board sensor signals and using a neural network recognition model to identify different operating conditions, the tire deformation elasticity is decoupled from the steering feel control system and compensated separately. This solves the problem in related technologies where the negative impact of tire deformation elasticity is indirectly reduced by adjusting control parameters and filtering coefficients, but the impact cannot be fundamentally eliminated. This reduces the influence of tire deformation elasticity on the driver's feel and the robustness of the steering system.

[0124] Figure 6 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include:

[0125] The memory 601, the processor 602, and the computer program stored on the memory 601 and capable of running on the processor 602.

[0126] When the processor 602 executes the program, it implements the tire deformation compensation method for the electric power steering system provided in the above embodiments.

[0127] Furthermore, the vehicle also includes:

[0128] Communication interface 603 is used for communication between memory 601 and processor 602.

[0129] The memory 601 is used to store computer programs that can run on the processor 602.

[0130] The memory 601 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0131] If the memory 601, processor 602, and communication interface 603 are implemented independently, then the communication interface 603, memory 601, and processor 602 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, Figure 6 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0132] Optionally, in a specific implementation, if the memory 601, processor 602, and communication interface 603 are integrated on a single chip, then the memory 601, processor 602, and communication interface 603 can communicate with each other through an internal interface.

[0133] The processor 602 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0134] Furthermore, embodiments of this application disclose a computer-readable storage medium storing a computer program that is executed by a processor to implement the tire deformation compensation method for an electric power steering system as described above.

[0135] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

[0136] The above are merely preferred embodiments of this application and are not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for compensating tire deformation in an electric power steering system, characterized in that, Includes the following steps: To check the current operating condition of the vehicle; Identify the actual tire deformation elasticity of the vehicle based on the current operating conditions; as well as The current deformation compensation force of the vehicle is generated based on the actual tire deformation elastic force, and the steering torque of the electric power steering system of the vehicle is compensated based on the current deformation compensation force. The current operating condition of the testing vehicle includes: Collect the road surface type of the road where the vehicle is currently located; The actual tire pressure of the vehicle's tires, the actual speed of the vehicle, and the actual steering angle of the steering wheel are detected. The current operating condition is determined based on the road surface type, the actual tire pressure, the actual vehicle speed, and the actual steering angle; the step of identifying the actual tire deformation elasticity of the vehicle based on the current operating condition includes: The road surface type, the actual tire pressure, the actual vehicle speed, and the actual steering angle are input into a pre-trained tire deformation elasticity recognition model to obtain the actual tire deformation elasticity.

2. The method according to claim 1, characterized in that, The step of inputting the road surface type, the actual tire pressure, the actual vehicle speed, and the actual steering angle into a pre-trained tire deformation elasticity recognition model includes: Obtain the vehicle's overall signal time series; The probability array of the current tire deformation elasticity of the vehicle is obtained based on the matching degree between the vehicle signal time series and the different tire deformation elasticity magnitudes; The actual tire deformation elastic force is calculated based on the probability array, the corresponding tire deformation elastic force array, and the preset weight array.

3. The method according to claim 1 or 2, characterized in that, Also includes: The tire deformation elastic force corresponding to the target input information is calculated using multiple preset tire deformation elastic force calculation algorithms, and the difference value of the tire deformation elastic force recognition model is obtained by comparing it with the tire deformation elastic force recognition model. When the difference value is less than or equal to a preset threshold, the actual tire deformation elastic force is output; otherwise, a safety error is reported.

4. The method according to any one of claims 1-3, characterized in that, Also includes: Detect whether the actual tire deformation elastic force is greater than a preset safety threshold; When the actual tire deformation elastic force is detected to be greater than the preset safety threshold, the vehicle is controlled to issue a safety alarm.

5. A tire deformation compensation device for an electric power steering system, used to implement the tire deformation compensation method for an electric power steering system as described in any one of claims 1-4; characterized in that, include: The first detection module is used to detect the current operating condition of the vehicle; The identification module is used to identify the actual tire deformation elastic force of the vehicle based on the current working conditions; as well as The compensation module is used to generate the current deformation compensation force of the vehicle based on the actual tire deformation elastic force, and to compensate the steering torque of the electric power steering system of the vehicle based on the current deformation compensation force.

6. The apparatus according to claim 5, characterized in that, The first detection module includes: The data acquisition unit is used to collect the road surface type of the road where the vehicle is currently located; The detection unit is used to detect the actual tire pressure of the vehicle's tires, the actual speed of the vehicle, and the actual steering angle of the steering wheel. The determining unit is used to determine the current operating condition based on the road surface type, the actual tire pressure, the actual vehicle speed, and the actual steering angle.

7. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the tire deformation compensation method for an electric power steering system as described in any one of claims 1-4.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the tire deformation compensation method for the electric power steering system as described in any one of claims 1-4.

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