Vehicle steer-by-wire control methods, systems, electronic equipment, vehicles and media

Abstract

This invention discloses a vehicle steer-by-wire control method, system, electronic device, vehicle, and medium. The method includes: acquiring driver and vehicle state information; the state information includes vehicle speed, steering wheel speed, and vehicle damping coefficient; processing the state information through a steer-by-wire active return-to-center state decision to obtain an active return-to-center state flag; if the active return-to-center state flag indicates active return-to-center is enabled, determining the active return-to-center torque based on the state information; determining the vehicle damping torque based on the vehicle speed, steering wheel speed, and vehicle damping coefficient; determining the active return-to-center target torque based on the active return-to-center torque and the vehicle damping torque; and driving the motor according to the active return-to-center target torque to complete vehicle steering. This embodiment enables precise control of vehicle steering and improves the accuracy of active return-to-center control. This method can be widely applied in the field of intelligent vehicle technology.

Description

Technical Field

[0001] This invention relates to the field of intelligent vehicle technology, and in particular to a vehicle steer-by-wire control method, system, electronic device, vehicle, and medium. Background Technology

[0002] For steer-by-wire systems, because the intermediate shaft mechanical connection between the road feel simulator and the steer-by-wire actuator is eliminated, the system cannot return to center based on vehicle characteristics. Related technologies often rely on the motion parameters of mechanical connecting devices for active return-to-center control of the steering mechanism; however, this method is unsuitable for steer-by-wire systems and cannot improve the accuracy of their active return-to-center function. Summary of the Invention

[0003] The purpose of this invention is to at least partially solve one of the technical problems existing in the prior art.

[0004] Therefore, the purpose of this invention is to provide a highly accurate vehicle steer-by-wire control method, system, electronic device, vehicle, and medium.

[0005] To achieve the above-mentioned technical objectives, the technical solutions adopted in the embodiments of the present invention include:

[0006] On one hand, embodiments of the present invention provide a vehicle steer-by-wire control method, comprising the following steps:

[0007] This invention discloses a vehicle steer-by-wire control method, comprising: acquiring driver and vehicle state information; the state information including vehicle speed, steering wheel speed, and vehicle damping coefficient; processing the state information through a steer-by-wire active return-to-center state decision to obtain an active return-to-center state flag; if the active return-to-center state flag indicates active return-to-center is enabled, determining an active return-to-center torque based on the state information; determining a vehicle damping torque based on the vehicle speed, steering wheel speed, and vehicle damping coefficient; determining an active return-to-center target torque based on the active return-to-center torque and the vehicle damping torque; and driving the motor according to the active return-to-center target torque to complete vehicle steering. This embodiment determines the active return-to-center state flag based on the driver and vehicle state information, thereby determining whether to enable the active return-to-center control process. Then, this embodiment determines the active return-to-center torque based on the state information; combines this with the vehicle damping system to determine the active return-to-center target torque; and finally, drives the motor according to the active return-to-center target torque to complete vehicle steering. This application embodiment determines the active return-to-center target torque by combining the driver and vehicle status information with the vehicle damping coefficient, which enables precise control of vehicle steering and improves the accuracy of active return-to-center control.

[0008] In addition, the vehicle steer-by-wire control method according to the above embodiments of the present invention may also have the following additional technical features:

[0009] Furthermore, in the vehicle steer-by-wire control method of this embodiment, the state information further includes steering wheel torque and steering wheel angle. The step of processing the state information through steer-by-wire active return-to-center state decision-making to obtain an active return-to-center state flag includes:

[0010] The steering wheel state is determined based on the steering wheel torque, the steering wheel angle, and the steering wheel rotation speed.

[0011] The driving operation state is determined based on the steering wheel torque, the steering wheel angle, and the steering wheel speed.

[0012] Based on the steering wheel status and the driving operation status, determine the active return-to-center status flag.

[0013] Furthermore, in one embodiment of the present invention, determining the steering wheel state based on the steering wheel torque, the steering wheel angle, and the steering wheel rotation speed includes:

[0014] The steering wheel torque is verified to determine the torque flag bit;

[0015] The steering wheel angle is verified to determine the angle marker position;

[0016] The steering wheel speed is verified to determine the speed flag.

[0017] The steering wheel rotation speed is differentially fused to determine the steering wheel angular velocity, and the steering wheel angular velocity is verified to determine the angular velocity flag.

[0018] The steering wheel state is determined based on the torque flag, the angle flag, the speed flag, and the angular velocity flag.

[0019] Furthermore, in one embodiment of the present invention, the state information includes the steering wheel angle, and determining the active self-centering torque based on the state information includes the following steps:

[0020] Obtain the target angle for active correction;

[0021] The active return speed is determined based on the active return target angle and the steering wheel angle;

[0022] The active return torque is determined based on the active return speed and the steering wheel speed.

[0023] Furthermore, in one embodiment of the present invention, determining the active return-to-center speed based on the active return-to-center target angle and the steering wheel angle includes:

[0024] The active return angle difference is determined based on the difference between the active return target angle and the steering wheel angle.

[0025] The direction of the active return-to-center angle difference is determined to obtain the active return-to-center request direction;

[0026] The active return-to-center rotation angle difference and the preset speed threshold are used to determine the active return-to-center request speed.

[0027] The active return-to-center request direction and the active return-to-center request speed are fused to obtain the active return-to-center speed.

[0028] Furthermore, in one embodiment of the present invention, determining the active return torque based on the active return speed and the steering wheel speed includes:

[0029] The active return-to-center speed difference is determined based on the difference between the active return-to-center speed and the steering wheel speed.

[0030] The active return speed difference is proportionally fused to determine the first fused torque;

[0031] The active return speed difference is differentiated and fused to determine the second fused torque;

[0032] The first fused torque and the second fused torque are subjected to torque fusion processing to determine the active return torque.

[0033] Further, in one embodiment of the present invention, the vehicle damping coefficient includes an active damping coefficient and a constant damping coefficient, and the step of determining the active self-centering target torque based on the active self-centering torque and the vehicle damping torque includes:

[0034] The active damping torque is determined based on the vehicle speed, the steering wheel speed, and the active damping coefficient.

[0035] The constant damping torque is determined based on the vehicle speed, the steering wheel speed, and the constant damping coefficient.

[0036] The active return-to-center target torque is determined based on the active return-to-center torque, the active damping torque, and the constant damping torque.

[0037] On the other hand, embodiments of the present invention propose a vehicle steer-by-wire control system, comprising:

[0038] The acquisition module is used to acquire the status information of the driver and the vehicle; the status information includes vehicle speed, steering wheel speed and vehicle damping coefficient.

[0039] The flag determination module is used to process the state information through the active return-to-center state decision of the steering wheel to obtain the active return-to-center state flag bit;

[0040] The self-alignment torque determination module is used to determine the active self-alignment torque based on the status information if the active self-alignment status flag is active self-alignment enabled.

[0041] The damping torque determination module is used to determine the vehicle damping torque based on the vehicle speed, the steering wheel speed, and the vehicle damping coefficient.

[0042] The target torque determination module is used to determine the active return target torque based on the active return torque and the vehicle damping torque;

[0043] The steering module is used to drive and control the motor according to the active return-to-center target torque to complete the vehicle steering.

[0044] On the other hand, embodiments of the present invention provide an electronic device, including:

[0045] At least one processor;

[0046] At least one memory for storing at least one program;

[0047] When the at least one program is executed by the at least one processor, the at least one processor implements the above-described vehicle steer-by-wire control method.

[0048] On the other hand, embodiments of the present invention provide a vehicle including the vehicle steer-by-wire control system or the electronic equipment described above.

[0049] On the other hand, embodiments of the present invention provide a storage medium storing a processor-executable program, which, when executed by a processor, is used to implement the above-described vehicle steer-by-wire control method.

[0050] This invention provides a vehicle steer-by-wire control method, comprising: acquiring driver and vehicle state information; the state information including vehicle speed, steering wheel speed, and vehicle damping coefficient; processing the state information through a steer-by-wire active return-to-center state decision to obtain an active return-to-center state flag; if the active return-to-center state flag indicates active return-to-center is enabled, determining an active return-to-center torque based on the state information; determining a vehicle damping torque based on the vehicle speed, steering wheel speed, and vehicle damping coefficient; determining an active return-to-center target torque based on the active return-to-center torque and the vehicle damping torque; and driving the motor according to the active return-to-center target torque to complete vehicle steering. This embodiment determines the active return-to-center state flag based on the driver and vehicle state information, thereby determining whether to enable the active return-to-center control process. Then, this embodiment determines the active return-to-center torque based on the state information; combined with the vehicle damping system, determines the active return-to-center target torque; finally, driving the motor according to the active return-to-center target torque to complete vehicle steering. This application embodiment determines the active return-to-center target torque by combining the driver and vehicle status information with the vehicle damping coefficient, which enables precise control of vehicle steering and improves the accuracy of active return-to-center control. Attached Figure Description

[0051] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following description is provided with accompanying drawings of the relevant technical solutions in the embodiments of the present invention or the prior art. It should be understood that the accompanying drawings described below are only for the purpose of clearly illustrating some embodiments of the technical solutions of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without any creative effort.

[0052] Figure 1 A flowchart illustrating an embodiment of the vehicle steer-by-wire control method provided by the present invention;

[0053] Figure 2 A schematic flowchart illustrating another embodiment of the vehicle steer-by-wire control method provided by the present invention;

[0054] Figure 3 A flowchart illustrating an embodiment of the process for determining the active homing status flag provided by the present invention;

[0055] Figure 4 A flowchart illustrating one embodiment of the steering wheel state determination process provided by the present invention;

[0056] Figure 5 A flowchart illustrating one embodiment of the process for determining the active self-aligning torque provided by the present invention;

[0057] Figure 6 A flowchart illustrating one embodiment of the process for determining the active homing speed provided by the present invention;

[0058] Figure 7 A schematic flowchart illustrating another embodiment of the process for determining the active self-aligning torque provided by the present invention;

[0059] Figure 8 A schematic diagram of a structural embodiment of the vehicle steer-by-wire control system provided by the present invention;

[0060] Figure 9 A schematic diagram of the structure of an embodiment of the electronic device provided by the present invention. Detailed Implementation

[0061] The embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention. The step numbers in the following embodiments are set only for ease of explanation, and there is no limitation on the order between the steps. The execution order of each step in the embodiments can be adaptively adjusted according to the understanding of those skilled in the art.

[0062] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0063] For steer-by-wire systems, since the intermediate shaft mechanical connection between the road feel simulator and the steer-by-wire actuator is eliminated, the steer-by-wire system cannot return to center based on the characteristics of the vehicle. Therefore, it is necessary to design an active return-to-center control algorithm to realize the active return-to-center characteristic of steer-by-wire, correctly realize the steer-by-wire function, and enable the steer-by-wire system to have good return-to-center characteristics.

[0064] The vehicle steer-by-wire control method, system, electronic device, vehicle, and medium according to embodiments of the present invention will be described in detail below with reference to the accompanying drawings. First, the vehicle steer-by-wire control method according to embodiments of the present invention will be described with reference to the accompanying drawings.

[0065] Reference Figure 1 This invention provides a vehicle steer-by-wire control method. This method can be applied to a terminal, a server, or software running on either a terminal or server. The terminal can be a tablet, laptop, desktop computer, etc., but is not limited to these. The server can be a standalone physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, CDN, and big data and artificial intelligence platforms. The vehicle steer-by-wire control method in this invention mainly includes the following steps:

[0066] S100: Acquires driver and vehicle status information; status information includes vehicle speed, steering wheel speed, and vehicle damping coefficient.

[0067] In some possible implementations, the state information in this application embodiment can be obtained through a state observer, which collects various state information of the vehicle and the driver. It is understood that obtaining vehicle state information through a state observer is more convenient and faster, requiring only a single access to quickly obtain all the necessary state information. The state observer can be deployed on the vehicle as a software module. Of course, state information can also be obtained through various sensors. This application embodiment does not limit the specific method of obtaining state information. In some embodiments, the state information in this application includes, but is not limited to, vehicle speed, steering wheel speed, steering wheel torque, steering wheel angle, and vehicle damping coefficient. Those skilled in the art can set the specific content of the state information according to actual needs, vehicle purpose, and vehicle type; this application does not impose specific limitations. It should be noted that the state information in this application embodiment can be state information representing the vehicle state, state information representing the driving operation state, or state information representing both the vehicle state and the driving operation state. Specifically, the embodiments of this application use the status information of the driver and the vehicle to perform subsequent vehicle steer-by-wire control, which can fully take into account the status of the vehicle and the driver, and make a judgment on whether to actively return to center based on the status of the vehicle and the driver, thereby improving the accuracy of the active return to center judgment and thus improving the accuracy of vehicle steer-by-wire control.

[0068] S200: The system processes the status information through the active return-to-center status decision-making of the steering-by-wire system to obtain the active return-to-center status flag.

[0069] In some possible implementations, embodiments of this application determine whether the vehicle needs to perform active return-to-center operation based on state information. It is understood that the active return-to-center state decision in this application embodiment can be a tabular decision, whereby the obtained state information is used to perform a lookup operation to obtain the active return-to-center state flag. The active return-to-center state decision in this application embodiment can also be a curve-based decision, where the obtained state information is used to perform logical judgment based on the curve to obtain the active return-to-center state flag. The active return-to-center state decision in this application embodiment can also be a formula-based decision, where the obtained state information is used to perform formula calculations to obtain the active return-to-center state flag. Of course, with technological advancements, those skilled in the art can determine the specific manifestation of the active return-to-center state decision through other feasible methods; this application does not impose specific limitations. In some possible embodiments, refer to... Figure 2 This application can determine the active return-to-center status flag by using the logical relationship between steering wheel torque, steering wheel angle, and steering wheel speed. In this embodiment, it first determines whether an active return-to-center operation is needed, and then executes vehicle steering control, thereby improving control accuracy.

[0070] S300: If the active return status flag is set to active return, determine the active return torque based on the status information;

[0071] In some possible implementations, embodiments of this application can indicate whether active self-centering is enabled by assigning a value of 0 or 1 to the active self-centering status flag. For example, if the active self-centering status flag is 1, active self-centering is enabled; if the active self-centering status flag is 0, active self-centering is not required. Of course, the active self-centering status flag can also be assigned other values ​​to indicate whether active self-centering is enabled. This application does not impose specific limitations. In embodiments of this application, if the active self-centering status flag is active self-centering enabled, the active self-centering torque is determined based on the status information; then, the vehicle's steering is controlled using the active self-centering torque.

[0072] S400: Determine the vehicle damping torque based on vehicle speed, steering wheel speed, and vehicle damping coefficient;

[0073] In some possible implementations, this application embodiment incorporates consideration of vehicle damping torque when determining the active self-centering target torque. By utilizing vehicle damping torque, the accuracy of active self-centering control is improved, while simultaneously enhancing the comfort of the driver and passengers, thus improving the user experience. It should be noted that the vehicle damping coefficient in this application embodiment can be an active damping coefficient, a constant damping coefficient, or other types of damping coefficients; those skilled in the art can set it according to actual needs.

[0074] S500: Determine the target torque for active return to center based on the active return torque and the vehicle damping torque;

[0075] In some possible implementations, embodiments of this application can use formulas to comprehensively decide on the active self-centering torque and the vehicle damping torque to determine the active self-centering target torque. Embodiments of this application can also use logical change rules to comprehensively decide on the active self-centering torque and the vehicle damping torque to determine the active self-centering target torque. Of course, embodiments of this application can also determine the active self-centering target torque based on the active self-centering torque and the vehicle damping torque through other feasible methods. Embodiments of this application determine the active self-centering target torque by comprehensively considering multiple factors, which is beneficial to improving the accuracy of vehicle steer-by-wire control.

[0076] S600: Drives and controls the motor according to the active return-to-center target torque to complete vehicle steering.

[0077] In some possible implementations, embodiments of this application drive the motor according to the active return target torque, and control the vehicle steering through the motor to achieve the expected steering state and complete the vehicle steering.

[0078] This invention achieves active self-centering in a steer-by-wire system by designing effective control decisions / strategies. Specifically, embodiments of this application implement the active self-centering characteristic of steer-by-wire through an active self-centering control scheme, correctly realizing the steer-by-wire function and giving the steer-by-wire system good self-centering characteristics. For example, refer to... Figure 2As shown, this embodiment of the application receives driver and vehicle status information through driver and vehicle status observation, and performs control strategy algorithm judgment based on the received status information through steer-by-wire active return-to-center status decision. The information after the algorithm judgment is the active return-to-center status flag. Then, the active return-to-center torque control function is activated through the active return-to-center status flag to calculate the active return-to-center torque. At the same time, the active damping gain control receives vehicle speed, steering wheel speed, and active damping coefficient to perform active damping control and output active damping torque. At the same time, the constant damping gain control receives vehicle speed, steering wheel speed, and constant damping coefficient to perform constant damping control and output constant damping torque. Then, the active return-to-center torque comprehensive decision receives the active return-to-center torque, active damping torque, and constant damping torque to perform torque comprehensiveness and output the total active return-to-center target torque. Finally, the motor is driven by the motor drive control module to realize the active return-to-center function of steer-by-wire. In summary, the embodiments of this application implement the active self-centering function and design a control algorithm to achieve the active self-centering characteristic of steer-by-wire, correctly realize the steer-by-wire function, and enable the steer-by-wire system to have good self-centering characteristics.

[0079] This invention provides a vehicle steer-by-wire control method, comprising: acquiring driver and vehicle state information; the state information including vehicle speed, steering wheel speed, and vehicle damping coefficient; processing the state information through a steer-by-wire active return-to-center state decision to obtain an active return-to-center state flag; if the active return-to-center state flag indicates active return-to-center is enabled, determining the active return-to-center torque based on the state information; determining the vehicle damping torque based on the vehicle speed, steering wheel speed, and vehicle damping coefficient; determining the active return-to-center target torque based on the active return-to-center torque and the vehicle damping torque; and driving the motor according to the active return-to-center target torque to complete vehicle steering. This embodiment determines the active return-to-center state flag based on the driver and vehicle state information, thereby determining whether to enable the active return-to-center control process. Then, this embodiment determines the active return-to-center torque based on the state information; combined with the vehicle damping system, determines the active return-to-center target torque; finally, driving the motor according to the active return-to-center target torque to complete vehicle steering. This application embodiment determines the active return-to-center target torque by combining the driver and vehicle status information with the vehicle damping coefficient, which enables precise control of vehicle steering and improves the accuracy of active return-to-center control.

[0080] Optionally, in one embodiment of the present invention, the state information further includes steering wheel torque and steering wheel angle. The state information is processed through a steer-by-wire active return-to-center state decision to obtain an active return-to-center state flag, including:

[0081] The steering wheel state is determined based on the steering wheel torque, steering wheel angle, and steering wheel speed.

[0082] Determine the driving operation status based on steering wheel torque, steering wheel angle, and steering wheel speed;

[0083] Determine the active return-to-center status flag based on the steering wheel status and driving operation status.

[0084] In some possible implementations, embodiments of this application determine the active return-to-center status flag by considering both the steering state and the driving operation state. Specifically, the steering wheel state in this application can characterize the trend of steering wheel changes, and the driving operation state in this application can characterize the trend of driver behavior changes; combining the trends of both, the active return-to-center status flag is determined. It is understood that embodiments of this application can logically judge the trends of both the steering wheel state and the driving operation state, and determine the active return-to-center status flag by table lookup. Of course, in some embodiments, the active return-to-center status flag can also be predicted using artificial intelligence. This application does not limit the specific implementation. In some embodiments, this application can determine the steering wheel state and driving operation state by considering changes in steering wheel torque, steering wheel angle, and steering wheel speed. This application can also determine the steering wheel state and driving operation state by considering any combination of changes in steering wheel torque, steering wheel angle, and steering wheel speed. By determining the active return-to-center status flag by considering both the steering state and the driving operation state, embodiments of this application can achieve accurate active return-to-center prediction and improve the accuracy of vehicle steer-by-wire control.

[0085] For example, refer to Figure 3 As shown, in this embodiment of the application, the steering wheel torque, steering wheel angle, and steering wheel speed are detected to determine the steering wheel state and the driver's operation, respectively. The steering wheel state and the driving operation state are output. Then, the active return-to-center state decision control module makes an active return-to-center state decision based on the above states, outputs an active return-to-center state flag, and determines whether to enable the active return-to-center function.

[0086] Optionally, in one embodiment of the present invention, determining the steering wheel state based on the steering wheel torque, steering wheel angle, and steering wheel speed includes:

[0087] Verify the steering wheel torque and determine the torque flag.

[0088] Verify the steering wheel angle and determine the angle marker position;

[0089] Verify the steering wheel speed and determine the speed flag.

[0090] The steering wheel rotation speed is differentially fused to determine the steering wheel angular velocity, the steering wheel angular velocity is verified, and the angular velocity flag is determined.

[0091] The steering wheel status is determined based on the torque, angle, speed, and angular velocity flags.

[0092] In some possible implementations, embodiments of this application can verify each state information to obtain a flag bit corresponding to each state information, and then perform state arbitration on the obtained multiple flag bits to determine the steering wheel state. Similarly, embodiments of this application can also determine the driving operation state in the same way. It is understood that the verification process in embodiments of this application can be a verification of the current state of each state information, a verification of the changes in each state information, or a verification of the estimated state information. Similarly, each flag bit in embodiments of this application can be in any form, and this application does not impose any specific limitations.

[0093] For example, refer to Figure 4 In one embodiment, this application verifies the steering wheel torque, steering wheel angle, and steering wheel speed by performing steering wheel torque verification, steering wheel angle verification, and steering wheel speed verification, outputting verification flag bits for each. Simultaneously, it performs differential calculations based on the steering wheel speed to obtain the steering wheel acceleration, then performs acceleration verification, outputting an acceleration verification flag bit. These flag bits are then used for state arbitration to obtain the steering wheel state, which is used to determine the subsequent active return-to-center flag bit. This application achieves state arbitration by verifying each state information, improving the accuracy of state determination and thus enhancing the accuracy of vehicle steer-by-wire control.

[0094] Optionally, in one embodiment of the present invention, the status information includes the steering wheel angle, and determining the active self-centering torque based on the status information includes the following steps:

[0095] Obtain the target angle for active correction;

[0096] Determine the active return speed based on the active return target angle and the steering wheel angle;

[0097] The active return torque is determined based on the active return speed and the steering wheel speed.

[0098] In some possible implementations, embodiments of this application determine the active return speed and thus the active return torque by measuring the difference between the active return target angle and the current steering wheel angle. (Refer to...) Figure 5The specific embodiment shown includes the process of determining the active return torque, which comprises determining the active return speed and the active return torque. It is understood that the active return target angle in this embodiment is used to characterize the currently desired return angle. The active return target angle can be determined based on multiple parameters such as the current vehicle state, driving operation state, road condition information, and environmental information. Those skilled in the art can select relevant parameters to determine the active return target angle based on actual conditions; this application does not limit the specific parameters or determination process.

[0099] Optionally, in one embodiment of the present invention, determining the active return-to-center speed based on the active return-to-center target angle and the steering wheel angle includes:

[0100] The active return angle difference is determined based on the difference between the active return target angle and the steering wheel angle.

[0101] The direction of the active return-to-center angle difference is determined to obtain the active return-to-center request direction;

[0102] The active return-to-center speed is determined based on the difference in active return-to-center angle and the preset speed threshold.

[0103] The active return-to-center request direction and the active return-to-center request speed are fused to obtain the active return-to-center speed.

[0104] In some possible implementations, embodiments of this application determine the difference between the active return-to-center target angle and the steering wheel angle as the active return-to-center angle difference value; then, the active return-to-center angle difference value is used for direction determination and speed calculation to obtain the active return-to-center request direction and active return-to-center request speed; finally, the active return-to-center request direction and active return-to-center request speed are fused to obtain the active return-to-center speed. For example, embodiments of this application can use a PID control algorithm to process the active return-to-center angle difference value to obtain the active return-to-center request speed.

[0105] In other embodiments, reference is made to Figure 6 As shown, in this embodiment, the active return-to-center rotation speed can be determined by the active return-to-center angle difference and a preset rotation speed threshold. Specifically, the preset rotation speed threshold in this embodiment can be set as follows: Figure 6 Threshold 1 and threshold 2 are defined; considering the steering wheel speed during the steering process, it is divided into three ranges: relatively high, moderate, and relatively low. Of course, those skilled in the art can also set the specific number and value of preset speed thresholds according to actual needs to improve the precision of control. (Refer to...) Figure 6This application embodiment receives the active return-to-center target angle and the steering wheel angle, then calculates the angle difference between the active return-to-center target angle and the steering wheel angle to obtain the active return-to-center angle difference; the direction of the angle difference is determined and output to the speed fusion module; the active return-to-center angle difference is combined with threshold 1 and threshold 2 to calculate the speed, outputting the calculated speed, and then fused with the direction determined by the angle difference (this application does not impose specific restrictions on the speed fusion process, and a similar vector generation process can be used) to output the active return-to-center speed. This speed has both numerical value and direction, and is used in the subsequent active return-to-center torque demand calculation module. Specifically, this application embodiment determines the fused speed by fusing the active return-to-center angle difference; the fused speed is compared with threshold 1 and threshold 2 to determine whether the active return-to-center angle difference needs to be fused again until the fused speed meets the requirements of threshold 1 and threshold 2, thus obtaining the active return-to-center request speed.

[0106] Optionally, in one embodiment of the present invention, determining the active return torque based on the active return speed and the steering wheel speed includes:

[0107] The difference in active return speed is determined based on the difference between the active return speed and the steering wheel speed.

[0108] The active return-to-center speed difference is proportionally fused to determine the first fused torque;

[0109] The difference in active return speed is differentially fused to determine the second fused torque;

[0110] The first and second fusion torques are processed by torque fusion to determine the active return torque.

[0111] In some possible implementations, the present application embodiments determine the difference between the active return speed and the steering wheel speed as the active return speed difference value, perform proportional fusion and integral fusion on the active return speed difference value, and after fusion processing of the obtained fused torque, obtain the active return torque.

[0112] For example, refer to Figure 7As shown, this embodiment of the application receives the active return-to-center request speed and the steering wheel speed, then calculates the speed difference between the active return-to-center speed and the steering wheel speed to obtain the active return-to-center speed difference. The active return-to-center speed difference is calculated through proportional fusion using KP control and integral fusion using KI control. Then, the components (results) obtained from KP control and KI control are fused into torque to output the active return-to-center torque, which is used by the motor drive control module to drive the motor and achieve vehicle steering control. It should be noted that the proportional fusion, integral fusion, and derivative fusion in this embodiment can be implemented through a PID control process. After determining the proportional coefficient, integral coefficient, and derivative coefficient based on the relevant vehicle steering parameters, proportional fusion, integral fusion, and derivative fusion are performed on each parameter based on these coefficients. It can be understood that in this embodiment, KP represents the proportional coefficient, KI represents the integral coefficient, and KD represents the derivative coefficient. The specific fusion process in this embodiment can be performed in tabular form, with the fusion result determined by looking up the corresponding table of coefficients and parameters; the fusion process can also be determined according to a formula; or the fusion process can be determined by curve fitting. Of course, this application does not limit the specific fusion process. For example, proportional fusion is performed by calculating the active return speed difference using a formula, multiplying the obtained active return speed difference by the proportional coefficient KI to determine the proportional fusion result; differential fusion is performed by calculating the active return speed difference by multiplying the obtained active return speed difference by the differential coefficient and then performing differential calculation to determine the differential fusion result.

[0113] Optionally, in one embodiment of the present invention, the vehicle damping coefficient includes an active damping coefficient and a constant damping coefficient. The active self-centering target torque is determined based on the active self-centering torque and the vehicle damping torque, including:

[0114] The active damping torque is determined based on the vehicle speed, steering wheel speed, and active damping coefficient.

[0115] The constant damping torque is determined based on the vehicle speed, steering wheel speed, and constant damping coefficient.

[0116] The active return-to-center target torque is determined based on the active return-to-center torque, the active damping torque, and the constant damping torque.

[0117] In some possible implementations, the active damping system in this application embodiment is used to characterize the damping coefficient determined by vehicle state, driver state, environmental state, etc. A constant damping coefficient is used to characterize the damping coefficient under normal conditions. Specifically, this application embodiment determines the active damping torque by combining the active damping coefficient with the vehicle's state parameters; this application embodiment determines the constant damping torque by combining the constant damping coefficient with the vehicle's state parameters; the active damping torque and the constant damping torque are used to determine the active return-to-center target torque, improving the accuracy of the active return-to-center target torque, and thus improving the accuracy of the vehicle's steer-by-wire control. In some possible implementations, the active damping torque, constant damping torque, and active return-to-center target torque in this application embodiment can be determined by table lookup, curve fitting, or formula calculation; this application does not impose specific limitations.

[0118] Reference Figure 2 As shown, a specific embodiment of the vehicle steer-by-wire control method proposed in this application is described: First, the state information of the driver and the vehicle is acquired; based on the state information, a steer-by-wire active return-to-center state decision is made to obtain an active return-to-center state flag, determining whether active return-to-center control needs to be executed. Then, this embodiment determines the active return-to-center torque through the state information, and combines the active damping torque and the constant damping torque to determine the active return-to-center target torque. Finally, the motor is torque-controlled using the active return-to-center target torque to achieve vehicle steering control.

[0119] In summary, this invention provides a vehicle steer-by-wire control method, which includes: acquiring driver and vehicle status information; the status information including vehicle speed, steering wheel speed, and vehicle damping coefficient; processing the status information through a steer-by-wire active return-to-center status decision to obtain an active return-to-center status flag; if the active return-to-center status flag indicates active return-to-center is enabled, determining the active return-to-center torque based on the status information; determining the vehicle damping torque based on the vehicle speed, steering wheel speed, and vehicle damping coefficient; determining the active return-to-center target torque based on the active return-to-center torque and the vehicle damping torque; and driving the motor according to the active return-to-center target torque to complete vehicle steering. This embodiment determines the active return-to-center status flag based on the driver and vehicle status information, thereby determining whether to enable the active return-to-center control process. Then, this embodiment determines the active return-to-center torque based on the status information; combines this with the vehicle damping system to determine the active return-to-center target torque; and finally, drives the motor according to the active return-to-center target torque to complete vehicle steering. This application embodiment determines the active return-to-center target torque by combining the driver and vehicle status information with the vehicle damping coefficient, which enables precise control of vehicle steering and improves the accuracy of active return-to-center control.

[0120] Secondly, refer to the appendix Figure 8 A vehicle steer-by-wire control system according to an embodiment of the present invention is described.

[0121] Figure 8 This is a schematic diagram of a vehicle steer-by-wire control system according to an embodiment of the present invention. The system specifically includes:

[0122] The acquisition module 810 is used to acquire the status information of the driver and the vehicle; the status information includes vehicle speed, steering wheel speed and vehicle damping coefficient.

[0123] The flag determination module 820 is used to process the status information through the active return-to-center status decision of the steering wheel to obtain the active return-to-center status flag bit.

[0124] The self-alignment torque determination module 830 is used to determine the self-alignment torque based on the status information if the self-alignment status flag is set to active self-alignment.

[0125] The damping torque determination module 840 is used to determine the vehicle damping torque based on the vehicle speed, steering wheel speed and vehicle damping coefficient.

[0126] The target torque determination module 850 is used to determine the active return target torque based on the active return torque and the vehicle damping torque;

[0127] The steering module 860 is used to drive and control the motor according to the active return-to-center target torque to complete the vehicle steering.

[0128] It is evident that the content of the above method embodiments is applicable to this system embodiment. The specific functions implemented in this system embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0129] Reference Figure 9 This invention provides an electronic device, comprising:

[0130] At least one processor 910;

[0131] At least one memory 920 is used to store at least one program;

[0132] When the at least one program is executed by the at least one processor 910, the at least one processor 910 implements the vehicle steer-by-wire control method.

[0133] Similarly, the content of the above method embodiments is applicable to the embodiments of this electronic device. The specific functions implemented by the embodiments of this electronic device are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0134] On the other hand, embodiments of the present invention provide a vehicle including the vehicle steer-by-wire control system or the electronic equipment described above.

[0135] It should be noted that the vehicle in this application embodiment includes any of the aforementioned vehicle steer-by-wire control systems. Specifically, the vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. The vehicle can also be a commercial vehicle, such as a van, bus, small truck, or large trailer. The vehicle can be a gasoline-powered vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0136] Similarly, the content of the above method embodiments is applicable to this vehicle embodiment. The specific functions implemented in this vehicle embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0137] This invention also provides a computer-readable storage medium storing a processor-executable program, which, when executed by a processor, is used to perform the above-described vehicle steer-by-wire control method.

[0138] Similarly, the content of the above method embodiments is applicable to this storage medium embodiment. The specific functions implemented in this storage medium embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0139] In some alternative embodiments, the functions / operations mentioned in the block diagrams may not occur in the order shown in the operation diagrams. For example, depending on the functions / operations involved, two consecutively shown blocks may actually be executed substantially simultaneously, or the blocks may sometimes be executed in reverse order. Furthermore, the embodiments presented and described in the flowcharts of this invention are provided by way of example to provide a more comprehensive understanding of the technology. The disclosed methods are not limited to the operations and logic flows presented herein. Alternative embodiments are contemplated in which the order of various operations is altered and sub-operations described as part of a larger operation are executed independently.

[0140] Furthermore, although the invention has been described in the context of functional modules, it should be understood that, unless otherwise stated, one or more of the functions and / or features may be integrated into a single physical device and / or software module, or one or more functions and / or features may be implemented in a separate physical device or software module. It is also understood that a detailed discussion of the actual implementation of each module is unnecessary for understanding the invention. Rather, given the properties, functions, and internal relationships of the various functional modules in the apparatus disclosed herein, the actual implementation of the module will be understood within the scope of conventional skill of an engineer. Therefore, those skilled in the art can implement the invention as set forth in the claims using ordinary techniques without excessive experimentation. It is also understood that the specific concepts disclosed are merely illustrative and not intended to limit the scope of the invention, which is determined by the full scope of the appended claims and their equivalents.

[0141] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several programs to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0142] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequential list of executable programs for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, a program execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can retrieve and execute a program from or in conjunction with such a program execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can mean any means that can contain, store, communicate, propagate, or transmit a program for use by or in conjunction with a program execution system, apparatus, or device.

[0143] More specific examples of computer-readable media (a non-exhaustive list) include: electrical connections (electronic devices) having one or more wires, portable computer disk drives (magnetic devices), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Furthermore, computer-readable media can even be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in computer memory.

[0144] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable program execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0145] In the foregoing description of this specification, references to terms such as "one embodiment," "another embodiment," or "some embodiments" indicate that a specific feature, structure, material, or characteristic described in connection with an embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0146] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

[0147] The above is a detailed description of the preferred embodiments of the present invention. However, the present invention is not limited to the embodiments described. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of the present invention. All such equivalent modifications or substitutions are included within the scope defined by the claims of the present invention.

Claims

1. A vehicle steer-by-wire control method, characterized in that, Includes the following steps: Acquire driver and vehicle status information; the status information includes vehicle speed, steering wheel speed, and vehicle damping coefficient. The state information is processed by the active return-to-center state decision-making of the steering-by-wire system to obtain the active return-to-center state flag bit. If the active return status flag is set to active return, the active return torque is determined based on the status information. The vehicle damping torque is determined based on the vehicle speed, the steering wheel speed, and the vehicle damping coefficient. The active return-to-center target torque is determined based on the active return-to-center torque and the vehicle damping torque; The motor is driven and controlled according to the active return-to-center target torque to complete the vehicle steering; The status information also includes the steering wheel angle. Determining the active return torque based on the status information includes the following steps: Obtain the target angle for active correction; The active return angle difference is determined based on the difference between the active return target angle and the steering wheel angle. The direction of the active return-to-center angle difference is determined to obtain the active return-to-center request direction; The active return-to-center rotation angle difference and the preset speed threshold are used to determine the active return-to-center request speed. The active return-to-center request direction and the active return-to-center request speed are fused to obtain the active return-to-center speed. The active return-to-center speed difference is determined based on the difference between the active return-to-center speed and the steering wheel speed. The active return speed difference is proportionally fused to determine the first fused torque; The active return speed difference is differentiated and fused to determine the second fused torque; The first fused torque and the second fused torque are subjected to torque fusion processing to determine the active return torque.

2. The vehicle steer-by-wire control method according to claim 1, characterized in that, The status information also includes steering wheel torque and steering wheel angle. The decision-making process for the status information via the active steering return state decision-making method yields an active steering return state flag, including: The steering wheel state is determined based on the steering wheel torque, the steering wheel angle, and the steering wheel rotation speed. The driving operation state is determined based on the steering wheel torque, the steering wheel angle, and the steering wheel speed. Based on the steering wheel status and the driving operation status, determine the active return-to-center status flag.

3. The vehicle steer-by-wire control method according to claim 2, characterized in that, The step of determining the steering wheel state based on the steering wheel torque, the steering wheel angle, and the steering wheel rotation speed includes: The steering wheel torque is verified to determine the torque flag bit; The steering wheel angle is verified to determine the angle marker position; The steering wheel speed is verified to determine the speed flag. The steering wheel rotation speed is differentially fused to determine the steering wheel angular velocity, and the steering wheel angular velocity is verified to determine the angular velocity flag. The steering wheel state is determined based on the torque flag, the angle flag, the speed flag, and the angular velocity flag.

4. A vehicle steer-by-wire control system, characterized in that, include: The acquisition module is used to acquire the status information of the driver and the vehicle; The status information includes vehicle speed, steering wheel speed, and vehicle damping coefficient. The flag determination module is used to process the state information through the active return-to-center state decision of the steering wheel to obtain the active return-to-center state flag bit; The self-alignment torque determination module is used to determine the active self-alignment torque based on the status information if the active self-alignment status flag is active self-alignment enabled. The damping torque determination module is used to determine the vehicle damping torque based on the vehicle speed, the steering wheel speed, and the vehicle damping coefficient. The target torque determination module is used to determine the active return target torque based on the active return torque and the vehicle damping torque; The steering module is used to drive and control the motor according to the active return-to-center target torque to complete the vehicle steering; The status information also includes the steering wheel angle, and the return torque determination module is specifically used for: Obtain the target angle for active correction; The active return angle difference is determined based on the difference between the active return target angle and the steering wheel angle. The direction of the active return-to-center angle difference is determined to obtain the active return-to-center request direction; The active return-to-center rotation angle difference and the preset speed threshold are used to determine the active return-to-center request speed. The active return-to-center request direction and the active return-to-center request speed are fused to obtain the active return-to-center speed. The active return-to-center speed difference is determined based on the difference between the active return-to-center speed and the steering wheel speed. The active return speed difference is proportionally fused to determine the first fused torque; The active return speed difference is differentiated and fused to determine the second fused torque; The first fused torque and the second fused torque are subjected to torque fusion processing to determine the active return torque.

5. An electronic device, characterized in that, include: At least one processor; At least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements the vehicle steer-by-wire control method as described in any one of claims 1 to 3.

6. A vehicle, characterized in that, The vehicle includes the vehicle steer-by-wire control system as described in claim 4 or the electronic equipment as described in claim 5.

7. A computer-readable storage medium storing a processor-executable program, characterized in that, The processor-executable program, when executed by the processor, is used to implement the vehicle steer-by-wire control method as described in any one of claims 1 to 3.

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