Methods, devices, equipment, media, and products for protecting steering mechanisms

Abstract

This application relates to a protection method, device, computer equipment, storage medium, and computer program product for a steering mechanism. The method includes: acquiring vehicle operating data; verifying the validity of each signal in the vehicle operating data to determine whether each signal in the vehicle operating data is valid; if each signal in the vehicle operating data is determined to be valid, determining a control strategy for end-of-life protection of the power steering motor based on the steering wheel angle value; controlling the power steering motor based on the control strategy; if a signal failure is determined in the vehicle operating data, acquiring the mechanical dead angle value; and if the steering wheel angle value is not less than the mechanical dead angle value, performing a pressure relief operation on the stroke unloading valve. This method can reduce the failure risk of steering mechanism protection.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, apparatus, computer device, storage medium, and computer program product for protecting a steering mechanism. Background Technology

[0002] With the continuous development of automotive technology, electric power steering systems are gradually becoming mainstream.

[0003] In traditional technologies, the electric power steering system is a key component for achieving steering assistance. However, in some cases, inaccurate or malfunctioning vehicle operating data may cause problems with the control of the power steering motor, resulting in a higher risk of steering mechanism protection failure. Summary of the Invention

[0004] Therefore, it is necessary to provide a method, apparatus, computer device, computer-readable storage medium, and computer program product for protecting a steering mechanism that can reduce the risk of failure of the steering mechanism protection, in order to address the above-mentioned technical problems.

[0005] Firstly, this application provides a method for protecting a steering mechanism. Applied to a vehicle, the vehicle includes a power steering motor and a stroke unloading valve; the method includes:

[0006] Acquire vehicle operation data, which includes vehicle speed signal, steering wheel speed signal, steering wheel angle signal, motor speed signal, and motor steering torque signal;

[0007] The validity of each signal in the vehicle operation data is verified to determine whether each signal in the vehicle operation data is valid;

[0008] If each signal in the vehicle operation data is confirmed to be valid, a control strategy for end protection of the power steering motor is determined based on the steering wheel angle value.

[0009] Based on the aforementioned control strategy, the power steering motor is controlled;

[0010] If a signal failure is detected in the vehicle operation data, the mechanical dead point angle value is obtained.

[0011] When the steering wheel angle is not less than the mechanical dead angle, the pressure relief operation of the stroke unloading valve is performed.

[0012] In one embodiment, the validity verification of each signal in the vehicle operation data, determining whether each signal in the vehicle operation data is valid, includes:

[0013] Obtain the validity flag bit corresponding to each signal in the vehicle operation data;

[0014] If the validity flag bit corresponding to each signal in the vehicle operation data indicates that the signal is valid, determine whether the vehicle speed in the vehicle speed signal is less than a preset vehicle speed threshold.

[0015] If the vehicle speed is less than a preset vehicle speed threshold, each signal in the vehicle operation data is determined to be valid.

[0016] In one embodiment, determining the end-of-life protection control strategy for the power steering motor based on the steering wheel angle value includes:

[0017] Obtain the hard stop angle value and the soft stop angle value;

[0018] When the steering wheel angle value is greater than the soft stop angle value and less than the hard stop angle value, the power assist reduction coefficient is determined based on the steering wheel angle value, the soft stop angle value and the hard stop angle value.

[0019] Based on the reduced assist coefficient, a control strategy for end protection of the power steering motor is generated.

[0020] In one embodiment, the method further includes:

[0021] When the steering wheel angle value is not less than the hard stop angle value and less than the mechanical stop angle value, a preset reaction force coefficient and steering wheel torque are obtained;

[0022] Based on the preset reaction force coefficient and steering wheel torque, a control strategy for end protection of the power steering motor is generated.

[0023] In one embodiment, obtaining the hard stop angle value and the soft stop angle value includes:

[0024] Obtain steering protection amount and oversteering amount;

[0025] The hard stop angle value is determined based on the mechanical stop angle value and the steering protection amount;

[0026] The soft stop angle value is determined based on the hard stop angle value and the steering overshoot.

[0027] In one embodiment, determining the power assist reduction coefficient based on the steering wheel angle value, the soft stop angle value, and the hard stop angle value includes:

[0028] Based on the steering wheel angle value, the soft stop angle value, and the hard stop angle value, the steering percentage is obtained;

[0029] The steering percentage and a preset quadratic interpolation formula are used to calculate the steering assist reduction coefficient.

[0030] Secondly, this application also provides a protection device for a steering mechanism. Applied to a vehicle, the vehicle includes a power steering motor and a stroke unloading valve; the device includes:

[0031] The data acquisition module is used to acquire vehicle operation data, which includes vehicle speed signal, steering wheel speed signal, steering wheel angle signal, motor speed signal, and motor steering torque signal.

[0032] The signal determination module is used to verify the validity of each signal in the vehicle operation data and determine whether each signal in the vehicle operation data is valid.

[0033] The strategy determination module is used to determine the control strategy for end protection of the power steering motor based on the steering wheel angle value when each signal in the vehicle operation data is determined to be valid.

[0034] A motor control module is used to control the power steering motor based on the control strategy.

[0035] The mechanical dead point acquisition module is used to acquire the mechanical dead point angle value when it is determined that there is a signal failure in the vehicle operation data;

[0036] The pressure relief operation module is used to perform the pressure relief operation of the stroke unloading valve when the steering wheel angle value is not less than the mechanical dead angle value.

[0037] Thirdly, this application also provides a computer device. The computer device includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to perform the following steps:

[0038] Acquire vehicle operation data, which includes vehicle speed signal, steering wheel speed signal, steering wheel angle signal, motor speed signal, and motor steering torque signal;

[0039] The validity of each signal in the vehicle operation data is verified to determine whether each signal in the vehicle operation data is valid;

[0040] If each signal in the vehicle operation data is confirmed to be valid, a control strategy for end protection of the power steering motor is determined based on the steering wheel angle value.

[0041] Based on the aforementioned control strategy, the power steering motor is controlled;

[0042] If a signal failure is detected in the vehicle operation data, the mechanical dead point angle value is obtained.

[0043] When the steering wheel angle is not less than the mechanical dead angle, the pressure relief operation of the stroke unloading valve is performed.

[0044] Fourthly, this application also provides a computer-readable storage medium. The computer-readable storage medium stores a computer program thereon, which, when executed by a processor, performs the following steps:

[0045] Acquire vehicle operation data, which includes vehicle speed signal, steering wheel speed signal, steering wheel angle signal, motor speed signal, and motor steering torque signal;

[0046] The validity of each signal in the vehicle operation data is verified to determine whether each signal in the vehicle operation data is valid;

[0047] If each signal in the vehicle operation data is confirmed to be valid, a control strategy for end protection of the power steering motor is determined based on the steering wheel angle value.

[0048] Based on the aforementioned control strategy, the power steering motor is controlled;

[0049] If a signal failure is detected in the vehicle operation data, the mechanical dead point angle value is obtained.

[0050] When the steering wheel angle is not less than the mechanical dead angle, the pressure relief operation of the stroke unloading valve is performed.

[0051] Fifthly, this application also provides a computer program product. The computer program product includes a computer program that, when executed by a processor, performs the following steps:

[0052] Acquire vehicle operation data, which includes vehicle speed signal, steering wheel speed signal, steering wheel angle signal, motor speed signal, and motor steering torque signal;

[0053] The validity of each signal in the vehicle operation data is verified to determine whether each signal in the vehicle operation data is valid;

[0054] If each signal in the vehicle operation data is confirmed to be valid, a control strategy for end protection of the power steering motor is determined based on the steering wheel angle value.

[0055] Based on the aforementioned control strategy, the power steering motor is controlled;

[0056] If a signal failure is detected in the vehicle operation data, the mechanical dead point angle value is obtained.

[0057] When the steering wheel angle is not less than the mechanical dead angle, the pressure relief operation of the stroke unloading valve is performed.

[0058] The aforementioned steering mechanism protection method, device, computer equipment, storage medium, and computer program product acquire vehicle operating data, verify the validity of each signal in the vehicle operating data, and determine whether each signal in the vehicle operating data is valid. If each signal in the vehicle operating data is determined to be valid, a control strategy for end-of-life protection of the power steering motor is determined based on the steering wheel angle value. Based on the control strategy, the power steering motor is controlled. If a signal failure is determined in the vehicle operating data, the mechanical dead angle value is acquired. If the steering wheel angle value is not less than the mechanical dead angle value, a pressure relief operation of the stroke unloading valve is performed. This method, through the synergistic action of the power steering motor and the stroke unloading valve, protects the normal operation of the vehicle steering mechanism, thereby reducing the risk of steering mechanism protection failure to a certain extent. Simultaneously, by monitoring and verifying vehicle operating data in real time, it ensures that the power steering motor provides stable and reliable assistance under various driving conditions, thereby improving driving safety. Attached Figure Description

[0059] Figure 1 This is a flowchart illustrating a protection method for a steering mechanism in one embodiment;

[0060] Figure 2 This is a schematic diagram of the protection structure of the steering mechanism in one embodiment;

[0061] Figure 3 This is a schematic diagram of the control strategy generation process in one embodiment;

[0062] Figure 4 This is a flowchart illustrating a protection method for the steering mechanism in another embodiment;

[0063] Figure 5 This is a flowchart illustrating the protection method for the steering mechanism in yet another embodiment;

[0064] Figure 6 This is a structural block diagram of the protection device for the steering mechanism in one embodiment;

[0065] Figure 7 This is an internal structural diagram of a computer device in one embodiment. Detailed Implementation

[0066] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0067] The steering mechanism protection method provided in this application embodiment can be applied to any type of vehicle, such as commercial vehicles and passenger vehicles. Taking commercial vehicles as an example, commercial vehicles are automobiles used to transport people, goods, and tow trailers.

[0068] In one embodiment, such as Figure 1 As shown, a method for protecting a steering mechanism is provided, applied to a vehicle, the vehicle including a power steering motor and a stroke unloading valve; the method includes the following steps:

[0069] Step 102: Obtain vehicle operation data, which includes vehicle speed signal, steering wheel speed signal, steering wheel angle signal, motor speed signal, and motor steering torque signal.

[0070] The vehicle operation data includes data acquired during vehicle operation. This data includes, but is not limited to, vehicle speed signals, steering wheel speed signals, steering wheel angle signals, motor speed signals, and motor steering torque signals. The vehicle speed signal includes the vehicle's speed during operation. The steering wheel speed signal includes the steering wheel speed during operation. The steering wheel angle signal may include the steering wheel angle value. The motor speed signal includes the speed of the power steering motor during operation. The motor steering torque signal includes the torque of the power steering motor during operation.

[0071] In some embodiments, vehicle speed signals, steering wheel speed signals, steering wheel angle signals, motor speed signals, and motor steering torque signals can be acquired in real time through sensors and communication interfaces in the vehicle. Specifically, vehicle speed can be acquired using a vehicle speed sensor. Steering wheel angle values ​​can be acquired using a steering wheel angle sensor. Steering wheel speed can be acquired using a steering wheel speed sensor. The acquisition of these sensors can be synchronous or asynchronous. Specifically, these signals can be acquired at a certain frequency. For example, after detecting that the vehicle is powered on, these signals can be acquired every 5 seconds.

[0072] For example, vehicle speed signals, steering wheel speed signals, steering wheel angle signals, motor speed signals, and motor steering torque signals collected during vehicle operation are used as vehicle operation data for subsequent processing.

[0073] Step 104: Verify the validity of each signal in the vehicle operation data to determine whether each signal in the vehicle operation data is valid.

[0074] The vehicle may include a fault diagnosis device. This device is used to verify the validity of each signal in the vehicle's operational data.

[0075] Specifically, the fault diagnosis device in the vehicle is used to diagnose the vehicle when an abnormality is detected, thereby obtaining a diagnosis result, and based on the diagnosis result, to verify the validity of each signal in the vehicle's operating data.

[0076] For example, the validity of each signal in the vehicle operation data is verified to determine whether each signal in the vehicle operation data is valid.

[0077] Step 106: If each signal in the vehicle operation data is confirmed to be valid, determine the control strategy for end protection of the power steering motor based on the steering wheel angle value.

[0078] The steering wheel angle signal may include the steering wheel angle value.

[0079] For example, if it is determined that each signal in the vehicle operation data is valid, the steering wheel angle value of the steering wheel angle signal is obtained, and a control strategy for end protection of the steering mechanism by the power steering motor is determined based on the steering wheel angle value.

[0080] Step 108: Based on the control strategy, control the power steering motor.

[0081] For example, the power steering motor can be controlled based on a control strategy. Specifically, based on the control strategy, the motor torque output by the power steering motor or the current of the power steering motor can be controlled. Specifically, the motor torque output by the power steering motor or the current of the power steering motor needs to be calculated based on the steering wheel angle value.

[0082] Step 110: If it is determined that there is a signal failure in the vehicle operation data, obtain the mechanical dead point angle value.

[0083] The mechanical dead center angle is the maximum angle at which the power steering motor controls the steering wheel rotation. Specifically, the mechanical dead center angle is determined during the design phase based on factors such as vehicle characteristics and driving requirements, ensuring safe and accurate steering during operation. The mechanical dead center angle value can be calibrated through bench testing before the vehicle leaves the factory.

[0084] Specifically, the presence of signal failures in vehicle operation data indicates the existence of at least one signal failure. For example, if a vehicle speed signal failure or a steering wheel speed signal failure is detected, it can be determined that a signal failure exists in the vehicle operation data.

[0085] Step 112: If the steering wheel angle value is not less than the mechanical dead angle value, perform the pressure relief operation of the stroke unloading valve.

[0086] For example, when the steering wheel angle is not less than the mechanical dead angle, the travel unloading valve will be depressurized to prevent the power steering motor from working under overload conditions and to protect the motor's safety.

[0087] Specifically, refer to Figure 2 The diagram illustrates a structural schematic of the protection mechanism for a steering mechanism in one embodiment, including a steering wheel sensor 202, a power steering motor 204, a steering column 206, a recirculating ball steering gear 208, and a stroke unloading valve 210. The power steering motor 204 may include an MCU (Motor Control Unit).

[0088] Steering wheel sensor 202 is used to acquire steering wheel angle signals and send steering wheel angle signals to the power steering motor when each signal in the vehicle operation data is valid.

[0089] The power steering motor 204 receives the steering wheel angle signal and, based on the steering wheel angle value, determines a control strategy for end-of-life protection of the power steering motor. The motor controller 2042 executes this control strategy to output corresponding torque. Specifically, the motor controller 2042 controls the operation of the power steering motor, including acceleration, deceleration, constant speed, and reverse rotation.

[0090] The steering column 206 is used to receive the torque output by the power steering motor and transmit the torque output by the power steering motor and the rotation angle of the steering column to the recirculating ball steering gear 208.

[0091] The recirculating ball steering gear 208 is used to receive the torque transmitted by the steering column 206 and the rotation angle of the steering column, so as to control the transmission ratio of the steering gear according to the torque and the rotation angle of the steering column, and realize the steering action of the vehicle.

[0092] The stroke unloading valve 210 is used to perform pressure relief operation when it is determined that there is a signal failure in the vehicle operation data and the steering wheel angle value is not less than the mechanical dead angle value.

[0093] The aforementioned steering mechanism protection method involves acquiring vehicle operating data, validating each signal within the data, and determining whether each signal is valid. If each signal is valid, a control strategy for end-of-life protection of the power steering motor is determined based on the steering wheel angle value. The power steering motor is then controlled according to this strategy. If a signal failure is detected in the vehicle operating data, the mechanical dead angle value is acquired. If the steering wheel angle value is not less than the mechanical dead angle value, the stroke unloading valve is depressurized. This method, through the synergistic action of the power steering motor and the stroke unloading valve, protects the normal operation of the vehicle's steering mechanism, reducing the risk of steering mechanism protection failure to a certain extent. Simultaneously, by real-time monitoring and verification of vehicle operating data, it ensures that the power steering motor provides stable and reliable assistance under various driving conditions, thereby improving driving safety.

[0094] In one embodiment, step 104 includes:

[0095] Step 1042: Obtain the validity flag bit corresponding to each signal in the vehicle operation data.

[0096] The validity flag for each signal in the vehicle operation data can be obtained through the vehicle's fault diagnosis device. The validity flag indicates whether a signal in the vehicle operation data is valid. Specifically, when the fault diagnosis device detects an anomaly in the vehicle, it performs a fault diagnosis, obtains the corresponding diagnosis results, and determines the validity flag for each signal in the vehicle operation data based on these results. For example, if the fault diagnosis device detects an anomaly in the vehicle and determines that the steering wheel angle sensor is malfunctioning, it sets the validity flag for the steering wheel angle signal to invalid.

[0097] Step 1044: If the validity flag bit corresponding to each signal in the vehicle operation data indicates that the signal is valid, determine whether the vehicle speed in the vehicle speed signal is less than a preset vehicle speed threshold.

[0098] Specifically, the preset vehicle speed threshold can be obtained from the pre-delivery test before the vehicle leaves the factory.

[0099] Step 1046: If the vehicle speed is less than a preset vehicle speed threshold, determine that each signal in the vehicle operation data is valid.

[0100] For example, based on the indication information of the validity flag bit corresponding to each signal in the vehicle operation data, it is determined whether each signal in the vehicle operation data is valid. If the validity flag bit of each signal in the vehicle operation data indicates that the signal is valid, it is determined whether the vehicle speed in the vehicle speed signal is less than a preset vehicle speed threshold. If the vehicle speed is less than the preset vehicle speed threshold, it is determined that each signal in the vehicle operation data is valid.

[0101] In the above embodiments, by setting a validity flag for each signal, the authenticity of the data can be determined more accurately, reducing misjudgments caused by signal anomalies, thereby reducing the risk of failure of the steering mechanism protection to a certain extent.

[0102] In one embodiment, reference Figure 3 This illustrates a flowchart of the control policy generation process in one embodiment. Step 106 includes:

[0103] Step 302: Obtain the hard stop angle value and the soft stop angle value.

[0104] The hard stop angle refers to the point where noticeable resistance or restriction is felt when the steering wheel is turned. Hard stop angles are typically used to prevent over-steering or damage to the steering gear. The soft stop angle refers to the point where gradually increasing resistance is felt when the steering wheel is turned. Specifically, both hard and soft stop angles can be obtained based on the mechanical stop point.

[0105] In practice, the hard stop angle and soft stop angle values ​​can be obtained through bench testing when the vehicle leaves the factory. Specifically, this is achieved by performing multiple rotation tests on the steering wheel and recording the resistance and angle changes during the rotation process. Alternatively, the hard stop angle and soft stop angle values ​​can be determined based on user usage patterns. Specifically, the hard stop angle and soft stop angle values ​​set at the factory can be used as initial values, and subsequently updated through self-learning of the vehicle's steering mechanism.

[0106] Step 304: If the steering wheel angle value is greater than the soft stop angle value and less than the hard stop angle value, determine the power assist reduction coefficient based on the steering wheel angle value, the soft stop angle value and the hard stop angle value.

[0107] The power steering assist reduction coefficient can be used to control the output assist of the power steering motor. Specifically, the power steering assist reduction coefficient can be determined by linear interpolation or nonlinear interpolation.

[0108] Step 306: Based on the reduced assist coefficient, generate a control strategy for end protection of the power steering motor.

[0109] For example, when the steering wheel angle is greater than the soft stop angle but less than the hard stop angle, a power steering reduction coefficient is determined based on the steering wheel angle, soft stop angle, and hard stop angle. Based on this reduction coefficient, a control strategy for end-of-line protection of the power steering motor is generated. Specifically, the output torque or speed of the motor can be adjusted based on the value of the power steering reduction coefficient.

[0110] In practice, when the steering wheel angle is greater than the soft stop angle but less than the hard stop angle, the control strategy for end protection of the power steering motor includes a power assist reduction strategy, which reduces the amount of power assist provided by the power steering motor for end protection by reducing the power assist coefficient.

[0111] Specifically, the control strategy for end protection of the power steering motor can also include a normal assist strategy, in which the power steering motor outputs a normal assist level when the steering wheel angle is not greater than the soft stop angle.

[0112] In the above embodiments, when the steering wheel angle value is greater than the soft stop angle value and less than the hard stop angle value, the power assist reduction coefficient is determined by the steering wheel angle value, the soft stop angle value and the hard stop angle value, so as to provide a power assist reduction protection strategy through the power steering motor, thereby more accurately controlling the steering mechanism and improving driving safety.

[0113] In one embodiment, step 302 includes:

[0114] Step 3022: Obtain the steering protection amount and the steering oversteer amount.

[0115] Among them, steering protection amount represents the minimum steering angle at which the steering gear needs to be protected during steering. Oversteer amount represents the maximum steering angle at which oversteer or understeer is likely to occur during steering.

[0116] Steering protection and oversteer values ​​can be obtained through bench testing or through self-learning of the steering mechanism. Self-learning of the steering mechanism involves performing self-learning on the steering mechanism after the vehicle has been used by the driver for a period of time to obtain steering protection and oversteer values, thereby making the vehicle's steering mechanism requirements more consistent with actual usage needs.

[0117] Step 3024: Determine the hard stop angle value based on the mechanical stop angle value and the steering protection amount.

[0118] For example, the hard stop angle value can be obtained based on the mechanical stop angle value and the steering protection amount. Specifically, the hard stop angle value can be the mechanical stop angle value minus the steering protection amount.

[0119] Step 3026: Determine the soft stop angle value based on the hard stop angle value and the steering overshoot.

[0120] For example, the soft stop angle value can be obtained based on the hard stop angle value and the steering overshoot. Specifically, the soft stop angle value can be the hard stop angle value minus the steering overshoot.

[0121] In the above embodiments, by obtaining the steering protection amount and the oversteer amount, and determining the hard stop angle value and the soft stop angle value, the steering wheel rotation range and limit can be determined more accurately, thereby better protecting the steering gear and improving driving comfort and safety.

[0122] In one embodiment, step 304 includes:

[0123] Step 3042: Based on the steering wheel angle value, the soft stop angle value, and the hard stop angle value, obtain the steering percentage.

[0124] The steering percentage can be obtained based on the steering wheel angle, soft stop angle, and hard stop angle.

[0125] In practice, the steering percentage can be calculated by comparing the steering wheel angle value with the soft stop angle value and the hard stop angle value, and based on their relative positions. For example, if the steering wheel angle value is the hard stop angle value, the steering percentage can be set to 100%; if the steering wheel angle value is the soft stop angle value, the steering percentage can be set to 0%.

[0126] Specifically, the process of obtaining the conversion percentage can be as follows:

[0127] ;

[0128] in, This is the steering wheel angle value; This is the soft stop angle value; This is the hard stop angle value; This represents the percentage of the direction of change.

[0129] Step 3044: Calculate the steering assist reduction coefficient based on the steering percentage and the preset quadratic interpolation formula.

[0130] The preset quadratic interpolation formula can be selected and adjusted according to actual needs. In practical applications, the preset quadratic interpolation formula can be obtained through experimental fitting. The preset quadratic interpolation formula can smoothly transition changes in the assist coefficient, avoiding sudden increases, decreases, or jumps, and improving the stability and smoothness of control.

[0131] Specifically, the pre-defined quadratic interpolation formula can be obtained through... The result is obtained through fitting. For example, if the preset quadratic interpolation formula obtained from the experimental fitting is:

[0132] ;

[0133] in, This represents the turning percentage, and its corresponding value range is [0, 1]. To reduce the boost coefficient.

[0134] In the above embodiments, the steering percentage can more accurately identify the driver's steering intention, thereby more accurately controlling the output of the power steering motor and improving driving comfort and safety.

[0135] In one embodiment, step 106 further includes:

[0136] When the steering wheel angle value is not less than the hard stop angle value and less than the mechanical stop angle value, a preset reaction force coefficient and steering wheel torque are obtained;

[0137] Based on the preset reaction force coefficient and steering wheel torque, a control strategy for end protection of the power steering motor is generated.

[0138] The steering wheel torque can be obtained through measurement or calculation, and is expressed as the torque applied by the driver to the steering wheel. The preset reaction force coefficient can be obtained through experimentation or analysis. The preset reaction force coefficient is a coefficient set to prevent excessive reaction force from causing motor stall and damage.

[0139] For example, a preset reaction force coefficient and steering wheel torque can be used to calculate the magnitude of the reaction force that the power steering motor needs to apply. Specifically, the formula for calculating the reaction force can be:

[0140] ;

[0141] in, The reaction force that needs to be applied to the power steering motor; Steering wheel torque; This is the preset reaction force coefficient.

[0142] In practice, the control strategy for end-of-life protection of the power steering motor includes a reaction force strategy. When the control strategy is a reaction force strategy, the power steering motor outputs a reaction force to counteract the driver's hand force. Specifically, to prevent hand slippage during return to center, the reaction force provided by the power steering motor must be less than a specified threshold, which can be obtained based on bench and vehicle testing calibration.

[0143] In the above embodiments, by obtaining the preset reaction force coefficient and steering wheel torque, the output of the power steering motor can be controlled more precisely, avoiding the risk of motor overload or damage, thereby reducing the risk of steering mechanism protection failure to a certain extent.

[0144] In one example, reference Figure 4 The diagram shows a flowchart of a protection method for a steering mechanism in another embodiment.

[0145] Step 402: Obtain vehicle operation data.

[0146] Step 404: Verify the validity of each signal in the vehicle operation data to determine whether each signal is valid. If any signal is invalid, proceed to step 406; otherwise, proceed to step 408.

[0147] Step 406: When the steering wheel angle is not less than the mechanical dead angle, perform the pressure relief operation of the stroke unloading valve.

[0148] Step 408: Determine if the steering wheel angle value is not greater than the soft stop angle value. If the steering wheel angle value is not greater than the soft stop angle value, proceed to step 410. If the steering wheel angle value is greater than the soft stop angle value, proceed to step 412.

[0149] Step 410: The power steering motor provides normal power assistance.

[0150] Step 412: Determine if the steering wheel angle is less than the hard stop angle. If the steering wheel angle is less than the hard stop angle, proceed to step 414. If the steering wheel angle is not less than the hard stop angle, proceed to step 416.

[0151] Step 414: Implement a power steering reduction strategy for end-of-line protection. Specifically, obtain the steering percentage based on the steering wheel angle, soft stop angle, and hard stop angle; calculate the power steering reduction coefficient based on the steering percentage and a preset quadratic interpolation formula; and determine the amount of power steering reduction required from the power steering motor based on the power steering reduction coefficient.

[0152] Step 416: Implement a reaction force strategy for end-of-line protection. Specifically, based on the preset reaction force coefficient and steering wheel torque, determine the magnitude of the reaction force that the power steering motor needs to provide.

[0153] To better understand the complete process of the steering mechanism protection method in the embodiments of the present invention, a complete example is provided for illustration. (Refer to...) Figure 5 The diagram illustrates a flow chart of a protection method for a steering mechanism in yet another embodiment, comprising the following steps:

[0154] Step 502: Obtain vehicle operation data.

[0155] Step 504: Obtain the validity flag bit corresponding to each signal in the vehicle operation data; if the validity flag bit corresponding to each signal in the vehicle operation data indicates that the signal is valid, determine whether the vehicle speed in the speed signal is less than a preset speed threshold; if the vehicle speed is less than the preset speed threshold, determine that each signal in the vehicle operation data is valid.

[0156] Step 506: Obtain the steering protection amount and the steering overshoot amount; determine the hard stop angle value based on the mechanical stop angle value and the steering protection amount; determine the soft stop angle value based on the hard stop angle value and the steering overshoot amount.

[0157] Step 508: When the steering wheel angle value is greater than the soft stop angle value and less than the hard stop angle value, obtain the steering percentage based on the steering wheel angle value, the soft stop angle value and the hard stop angle value.

[0158] Step 510: Calculate the power steering reduction coefficient based on the steering percentage and the preset quadratic interpolation formula; and generate a control strategy for end protection of the power steering motor based on the power steering reduction coefficient.

[0159] Step 512: Under the condition that the steering wheel angle value is not less than the hard stop angle value and less than the mechanical stop angle value, obtain the preset reaction force coefficient and steering wheel hand torque.

[0160] Step 514: Based on the preset reaction force coefficient and steering wheel torque, generate a control strategy for end protection of the power steering motor.

[0161] Step 516: Based on the control strategy, control the power steering motor.

[0162] Step 518: If it is determined that there is a signal failure in the vehicle operation data, obtain the mechanical dead angle value; if the steering wheel angle value is not less than the mechanical dead angle value, perform the pressure relief operation of the stroke unloading valve.

[0163] In this embodiment, vehicle operation data is acquired, and the validity of each signal in the vehicle operation data is verified to determine whether each signal is valid. If each signal in the vehicle operation data is determined to be valid, a control strategy for end-of-life protection of the power steering motor is determined based on the steering wheel angle value. Based on the control strategy, the power steering motor is controlled. If a signal failure is determined in the vehicle operation data, the mechanical dead angle value is acquired. If the steering wheel angle value is not less than the mechanical dead angle value, the pressure relief operation of the stroke unloading valve is performed. This method, through the synergistic action of the power steering motor and the stroke unloading valve, protects the normal operation of the vehicle steering mechanism, thereby reducing the risk of steering mechanism protection failure to a certain extent. Simultaneously, by monitoring and verifying vehicle operation data in real time, it ensures that the power steering motor can provide stable and reliable assistance under various driving conditions, thus improving driving safety.

[0164] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0165] Based on the same inventive concept, this application also provides a steering mechanism protection device for implementing the steering mechanism protection method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations of one or more steering mechanism protection device embodiments provided below can be found in the limitations of the steering mechanism protection method described above, and will not be repeated here.

[0166] In one embodiment, such as Figure 6 As shown, a protection device for a steering mechanism is provided, applied to a vehicle, the vehicle including a power steering motor and a stroke unloading valve; including: a data acquisition module 602, a signal determination module 604, a strategy determination module 606, a motor control module 608, a mechanical stop point acquisition module 610, and a pressure relief operation execution module 612, wherein:

[0167] The data acquisition module 602 is used to acquire vehicle operation data, which includes vehicle speed signal, steering wheel speed signal, steering wheel angle signal, motor speed signal, and motor steering torque signal.

[0168] The signal determination module 604 is used to verify the validity of each signal in the vehicle operation data and determine whether each signal in the vehicle operation data is valid.

[0169] The strategy determination module 606 is used to determine the control strategy for end protection of the power steering motor based on the steering wheel angle value when it is determined that each signal in the vehicle operation data is valid.

[0170] The motor control module 608 is used to control the power steering motor based on the control strategy.

[0171] The mechanical dead point acquisition module 610 is used to acquire the mechanical dead point angle value when it is determined that there is a signal failure in the vehicle operation data;

[0172] The pressure relief operation module 612 is used to perform the pressure relief operation of the stroke unloading valve when the steering wheel angle value is not less than the mechanical stop angle value.

[0173] In some embodiments, the signal determination module 604 includes:

[0174] A flag acquisition unit is used to acquire the validity flag bit corresponding to each signal in the vehicle operation data;

[0175] The vehicle speed determination unit is used to determine whether the vehicle speed in the vehicle speed signal is less than a preset vehicle speed threshold when the validity flag bit corresponding to each signal in the vehicle operation data indicates that the signal is valid.

[0176] The valid determination unit is used to determine that each signal in the vehicle operation data is valid when the vehicle speed is less than a preset vehicle speed threshold.

[0177] In some embodiments, the policy determination module 606 includes:

[0178] The stop angle value acquisition unit is used to acquire hard stop angle values ​​and soft stop angle values;

[0179] The power assist reduction coefficient determination unit is used to determine the power assist reduction coefficient based on the steering wheel angle value, the soft stop angle value, and the hard stop angle value when the steering wheel angle value is greater than the soft stop angle value and less than the hard stop angle value.

[0180] The first strategy generation unit is used to generate a control strategy for end protection of the power steering motor based on the reduced assist coefficient.

[0181] In some embodiments, the policy determination module 606 includes:

[0182] The reaction force coefficient acquisition unit is used to acquire a preset reaction force coefficient and steering wheel torque when the steering wheel angle value is not less than the hard stop angle value and less than the mechanical stop angle value.

[0183] The second strategy generation unit is used to generate a control strategy for end protection of the power steering motor based on the preset reaction force coefficient and steering wheel torque.

[0184] In some embodiments, the dead center angle value acquisition unit is specifically used to acquire the steering protection amount and the steering over-steering amount; determine the hard dead center angle value based on the mechanical dead center angle value and the steering protection amount; and determine the soft dead center angle value based on the hard dead center angle value and the steering over-steering amount.

[0185] In some embodiments, the power assist reduction coefficient determination unit is specifically used to obtain the steering percentage based on the steering wheel angle value, the soft stop angle value, and the hard stop angle value; and to calculate the power assist reduction coefficient based on the steering percentage and a preset quadratic interpolation formula.

[0186] The various modules in the aforementioned steering mechanism's protection device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device, or stored in the computer device's memory as software, so that the processor can call and execute the corresponding operations of each module.

[0187] In one embodiment, a computer device is provided, which may be a terminal, and its internal structure diagram may be as follows: Figure 7As shown, the computer device includes a processor, memory, input / output interface, communication interface, display unit, and input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interface. The processor provides computing and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage media. The input / output interface is used for exchanging information between the processor and external devices. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, NFC (Near Field Communication), or other technologies. When executed by the processor, the computer program implements a protection method for a steering mechanism. The display unit is used to form a visually visible image and can be a display screen, projection device, or virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The input device of the computer device can be a touch layer covering the display screen, or buttons, trackballs, or touchpads set on the casing of the computer device, or external keyboards, touchpads, or mice, etc.

[0188] Those skilled in the art will understand that Figure 7 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0189] In one embodiment, a computer device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to perform the following steps:

[0190] Acquire vehicle operation data, which includes vehicle speed signal, steering wheel speed signal, steering wheel angle signal, motor speed signal, and motor steering torque signal;

[0191] The validity of each signal in the vehicle operation data is verified to determine whether each signal in the vehicle operation data is valid;

[0192] If each signal in the vehicle operation data is confirmed to be valid, a control strategy for end protection of the power steering motor is determined based on the steering wheel angle value.

[0193] Based on the aforementioned control strategy, the power steering motor is controlled;

[0194] If a signal failure is detected in the vehicle operation data, the mechanical dead point angle value is obtained.

[0195] When the steering wheel angle is not less than the mechanical dead angle, the pressure relief operation of the stroke unloading valve is performed.

[0196] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, the computer program performing the following steps when executed by a processor:

[0197] Acquire vehicle operation data, which includes vehicle speed signal, steering wheel speed signal, steering wheel angle signal, motor speed signal, and motor steering torque signal;

[0198] The validity of each signal in the vehicle operation data is verified to determine whether each signal in the vehicle operation data is valid;

[0199] If each signal in the vehicle operation data is confirmed to be valid, a control strategy for end protection of the power steering motor is determined based on the steering wheel angle value.

[0200] Based on the aforementioned control strategy, the power steering motor is controlled;

[0201] If a signal failure is detected in the vehicle operation data, the mechanical dead point angle value is obtained.

[0202] When the steering wheel angle is not less than the mechanical dead angle, the pressure relief operation of the stroke unloading valve is performed.

[0203] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, performs the following steps:

[0204] Acquire vehicle operation data, which includes vehicle speed signal, steering wheel speed signal, steering wheel angle signal, motor speed signal, and motor steering torque signal;

[0205] The validity of each signal in the vehicle operation data is verified to determine whether each signal in the vehicle operation data is valid;

[0206] If each signal in the vehicle operation data is confirmed to be valid, a control strategy for end protection of the power steering motor is determined based on the steering wheel angle value.

[0207] Based on the aforementioned control strategy, the power steering motor is controlled;

[0208] If a signal failure is detected in the vehicle operation data, the mechanical dead point angle value is obtained.

[0209] When the steering wheel angle is not less than the mechanical dead angle, the pressure relief operation of the stroke unloading valve is performed.

[0210] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data shall comply with the relevant laws, regulations and standards of the relevant regions.

[0211] Those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments described above. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, etc., and are not limited to these.

[0212] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0213] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A method for protecting a steering mechanism, characterized in that, Applied to a vehicle, the vehicle including a power steering motor and a stroke unloading valve; the method includes: Acquire vehicle operation data, which includes vehicle speed signal, steering wheel speed signal, steering wheel angle signal, motor speed signal, and motor steering torque signal; The validity of each signal in the vehicle operation data is verified to determine whether each signal in the vehicle operation data is valid; If each signal in the vehicle operation data is confirmed to be valid, a control strategy for end-of-life protection of the power steering motor is determined based on the steering wheel angle value. Specifically, determining this control strategy includes: acquiring the hard stop angle and soft stop angle values; if the steering wheel angle value is greater than the soft stop angle value and less than the hard stop angle value, determining a power steering reduction coefficient based on the steering wheel angle value, the soft stop angle value, and the hard stop angle value; and generating the power steering motor end-of-life protection strategy based on the power steering reduction coefficient. Based on the aforementioned control strategy, the power steering motor is controlled; If a signal failure is detected in the vehicle operation data, the mechanical dead point angle value is obtained. When the steering wheel angle is not less than the mechanical dead angle, the pressure relief operation of the stroke unloading valve is performed.

2. The method according to claim 1, characterized in that, The step of validating the validity of each signal in the vehicle operation data to determine whether each signal in the vehicle operation data is valid includes: Obtain the validity flag bit corresponding to each signal in the vehicle operation data; If the validity flag bit corresponding to each signal in the vehicle operation data indicates that the signal is valid, determine whether the vehicle speed in the vehicle speed signal is less than a preset vehicle speed threshold. If the vehicle speed is less than a preset vehicle speed threshold, each signal in the vehicle operation data is determined to be valid.

3. The method according to claim 1, characterized in that, The method further includes: When the steering wheel angle value is not less than the hard stop angle value and less than the mechanical stop angle value, a preset reaction force coefficient and steering wheel torque are obtained; Based on the preset reaction force coefficient and steering wheel torque, a control strategy for end protection of the power steering motor is generated.

4. The method according to claim 1, characterized in that, The process of obtaining the hard stop angle value and the soft stop angle value includes: Obtain steering protection amount and oversteering amount; The hard stop angle value is determined based on the mechanical stop angle value and the steering protection amount; The soft stop angle value is determined based on the hard stop angle value and the steering overshoot.

5. The method according to claim 1, characterized in that, The determination of the power assist reduction coefficient based on the steering wheel angle value, the soft stop angle value, and the hard stop angle value includes: Based on the steering wheel angle value, the soft stop angle value, and the hard stop angle value, the steering percentage is obtained; The steering percentage and a preset quadratic interpolation formula are used to calculate the steering assist reduction coefficient.

6. A protective device for a steering mechanism, characterized in that, A method for protecting the steering mechanism as described in any one of claims 1 to 5; Applied to a vehicle, the vehicle including a power steering motor and a stroke unloading valve; the device includes: The data acquisition module is used to acquire vehicle operation data, which includes vehicle speed signal, steering wheel speed signal, steering wheel angle signal, motor speed signal, and motor steering torque signal. The signal determination module is used to verify the validity of each signal in the vehicle operation data and determine whether each signal in the vehicle operation data is valid. The strategy determination module is used to determine the control strategy for end protection of the power steering motor based on the steering wheel angle value when each signal in the vehicle operation data is determined to be valid. A motor control module is used to control the power steering motor based on the control strategy. The mechanical dead point acquisition module is used to acquire the mechanical dead point angle value when it is determined that there is a signal failure in the vehicle operation data; The pressure relief operation module is used to perform the pressure relief operation of the stroke unloading valve when the steering wheel angle value is not less than the mechanical dead angle value.

7. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 5.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 5.

9. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 5.

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