Methods, devices, equipment, and storage media for determining motor assist torque

Abstract

This disclosure relates to a method, apparatus, device, and storage medium for determining motor assist torque. The method includes: acquiring driving parameters of a target vehicle, including a steering wheel end-to-end ratio and a maximum protection torque; determining a first protection torque based on the end-to-end ratio and the maximum protection torque, wherein at least during the initial travel portion entering the end-to-end protection state, the ratio of the first protection torque to the maximum protection torque is greater than the end-to-end ratio; and determining the motor assist torque of the power steering system in the target vehicle based on the first protection torque. This allows for convenient and accurate determination of the motor assist torque, thereby achieving the function of rack end protection.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of vehicles, and particularly relates to a method and device for determining motor assistance torque, equipment and storage medium. BACKGROUND

[0002] With the continuous development of science and technology and automobile technology, as a core part of a vehicle, the intelligentization and vehicle comfort of an electric power steering system (EPS) have become an indispensable part of evaluating the performance of the vehicle.

[0003] In the process of vehicle steering, the motor in the power steering system can provide driving force (also referred to as motor assistance torque) to the rack end steering gear through the internal transmission structure to realize the rotation of the wheel, so as to realize the steering action of the steering wheel of the vehicle. When the steering wheel is operated to the left and right limit positions with different motor assistance torques, collisions will usually occur at the rack end, thereby affecting the service life of the related parts in the power steering system. It can be seen that the rack end protection function is an important part of the debugging of the power steering system, and the motor assistance torque is an indispensable determination step in the rack end protection. Therefore, how to calculate or determine the motor assistance torque is an important problem to be solved in the power steering system. SUMMARY

[0004] To overcome the problems in the related art, the present disclosure provides a method and device for determining motor assistance torque, equipment and storage medium, which can conveniently and accurately determine the motor assistance torque, thereby realizing the function of rack end protection.

[0005] According to a first aspect of an embodiment of the present disclosure, a method for determining motor assistance torque is provided, applied to a target vehicle, and the method comprises:

[0006] obtaining a driving parameter of the target vehicle, the driving parameter comprising an end terminal ratio of a steering wheel and a maximum protection torque;

[0007] determining a first protection torque according to the end terminal ratio and the maximum protection torque, and the ratio of the first protection torque to the maximum protection torque is greater than the end terminal ratio at least in a part of initial stroke of entering an end terminal protection state;

[0008] determining a motor assistance torque of a power steering system in the target vehicle according to the first protection torque.

[0009] In some embodiments, the ratio of the first protection torque to the maximum protection torque is greater than the end terminal ratio in the entire stroke of entering the end terminal protection state.

[0010] In some embodiments, there is a nonlinear variation relationship between the ratio of the first protection torque and the maximum protection torque and the end terminal ratio in at least a partial initial journey of entering the end terminal protection state.

[0011] In some embodiments, when the driving parameter includes the maximum protection torque, the obtaining the driving parameter of the target vehicle includes:

[0012] According to the current vehicle speed of the target vehicle, the maximum protection torque is determined.

[0013] In some embodiments, the determining the first protection torque according to the end terminal ratio and the maximum protection torque includes:

[0014] According to the end terminal ratio, a first factor is determined, the first factor being used to reflect the influence degree of the end terminal ratio on the rack end protection;

[0015] According to the first factor and the maximum protection torque, the first protection torque is determined.

[0016] In some embodiments, the driving parameter further includes an end terminal ratio change rate, and the determining the motor assist torque of the power-assisted steering system in the target vehicle according to the first protection torque includes:

[0017] According to the end terminal ratio change rate and the first protection torque, a second protection torque is determined;

[0018] According to the second protection torque, the motor assist torque is determined.

[0019] In some embodiments, the determining the second protection torque according to the end terminal ratio change rate and the first protection torque includes:

[0020] According to the end terminal ratio change rate, a second factor is determined, the second factor being used to reflect the influence degree of the end terminal ratio change rate on the rack end protection;

[0021] According to the second factor and the first protection torque, the second protection torque is determined.

[0022] In some embodiments, the second factor and the end terminal ratio change rate are in a positive correlation relationship.

[0023] According to a second aspect of the embodiments of the present disclosure, a motor assist torque determination device is provided, applied to a target vehicle, and the device includes:

[0024] An obtaining module is configured to obtain a driving parameter of the target vehicle, the driving parameter including an end terminal ratio of a steering wheel and a maximum protection torque;

[0025] The processing module is configured to determine a first protection torque based on the terminal ratio and the maximum protection torque, wherein at least during the initial stroke of entering the terminal protection state, the ratio of the first protection torque to the maximum protection torque is greater than the terminal ratio.

[0026] The processing module is further configured to determine the motor assist torque of the power steering system in the target vehicle based on the first protection torque.

[0027] For any content not introduced or described in the embodiments of this disclosure, please refer to the relevant descriptions in the foregoing method embodiments. This disclosure does not limit the scope of the embodiments.

[0028] According to a third aspect of the present disclosure, a terminal device is provided, comprising: a processor; a memory for storing processor-executable instructions; wherein the processor is configured to execute the executable instructions to implement the steps of the above-described method for determining motor assist torque.

[0029] According to a fourth aspect of the present disclosure, a computer-readable storage medium is provided, having stored thereon computer program instructions that, when executed by a processor, implement the steps of the method for determining the motor assist torque provided in the first aspect of the present disclosure.

[0030] According to a fifth aspect of the present disclosure, a chip is provided, comprising: a processor and an interface; the processor is configured to read instructions to execute the steps of the method for determining the motor assist torque described above.

[0031] The technical solutions provided by the embodiments of this disclosure can include the following beneficial effects: A terminal device acquires the driving parameters of the target vehicle, including the steering wheel end-to-end ratio and the maximum protection torque; based on the end-to-end ratio and the maximum protection torque, a first protection torque is determined, wherein at least in the initial travel portion entering the end-to-end protection state, the ratio of the first protection torque to the maximum protection torque is greater than the end-to-end ratio; based on the first protection torque, the motor assist torque of the power steering system in the target vehicle is determined. It is evident that the terminal device can intelligently and conveniently calculate the motor assist torque based on the vehicle's driving parameters, thereby avoiding problems such as excessive motor assist torque causing the steering wheel to collide with the gear end area, thus affecting the service life of related components in the power steering system. This improves the convenience and accuracy of determining the motor assist torque and also benefits rack end protection in the power steering system. Especially in the initial travel portion entering the end-to-end protection state, since the ratio between the first protection torque and the maximum protection torque is greater than the end-to-end ratio, this solution can more quickly determine and provide the corresponding motor assist torque for the steering wheel, which is beneficial for faster effectiveness in rack end protection in the power steering system.

[0032] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0033] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0034] Figure 1 This is a schematic diagram of a system framework according to an exemplary embodiment.

[0035] Figure 2 This is a flowchart illustrating a method for determining the assist torque of a motor according to an exemplary embodiment.

[0036] Figure 3 This is a flowchart illustrating another method for determining motor assist torque according to an exemplary embodiment.

[0037] Figure 4 This is a schematic diagram illustrating the relationship between a terminal ratio and a first factor according to an exemplary embodiment.

[0038] Figure 5 This is a schematic diagram of a device for determining the assist torque of a motor, according to an exemplary embodiment.

[0039] Figure 6 This is a schematic diagram of the structure of a terminal device according to an exemplary embodiment.

[0040] Figure 7 This is a schematic diagram of the structure of a chip according to an exemplary embodiment. Detailed Implementation

[0041] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0042] It should be noted that all actions involving the acquisition of signals, information, or data in this disclosure are carried out in compliance with the relevant data protection laws and policies of the country where the location is situated, and with authorization from the owner of the relevant device.

[0043] In rack end protection, existing rack end protection solutions include, for example, the following two:

[0044] The first method involves collecting variables such as steering wheel speed, steering wheel angle, and motor damping current, and then providing protection based on the current position of the steering wheel relative to the end of the rack (referred to as the end point). However, the input signal sources for this method are quite complex. Speed ​​and current input signals typically undergo multiple filtering and amplitude limiting processes, making it impossible to guarantee the real-time performance and consistency of the input signals, resulting in poor end point protection performance.

[0045] The second method employs a linear protection scheme. When the steering wheel reaches the end area of ​​the rack (referred to as the end area), the end-of-strike protection torque increases linearly with the steering wheel angle. In practical applications, the driver or user only noticeably feels the decrease in motor assist torque when the steering wheel is very close to the end area. If the steering wheel is turned towards the end area at a relatively fast speed, a significant impact force will still be felt on the end area. Therefore, the end-of-strike protection effect is not significant.

[0046] To address the aforementioned problems, this disclosure provides a method, apparatus, device, and storage medium for determining motor assist torque. Please refer to a schematic diagram of a system framework according to an exemplary embodiment. Figure 1 The system shown can be applied to the target vehicle. This system may include an end-of-line protection enable module 100, an end-of-line ratio calculation module 200, a protection torque calculation module 300, and a protection torque limiting module 400. Wherein:

[0047] The end-of-life protection enable module 100 is mainly responsible for determining the end-of-life protection enable of the system's input information. When the input information meets the preset enable conditions, end-of-life protection is enabled, and the end-of-life ratio calculation module 200 is notified to perform subsequent end-of-life ratio calculations; otherwise, end-of-life protection is disabled, and the process ends. The input information refers to the information input into the power steering system (EPS). This information can be customized system input information based on actual conditions. For example, this information can at least include the steering wheel angle of the target vehicle, and optionally may include, but is not limited to, any one or more of the following: the target vehicle's current speed, the end-of-life protection angle range (also known as the end-of-life limit angle), the initially provided input torque, or other customized information. In practical applications, the input torque can be the base torque calculated after processing the torque signal detected by the torque sensor in the power steering system using control algorithms such as lead-lag. The steering wheel angle can be the steering wheel angle calculated in real time after processing the angle signal detected by the angle sensor in the power steering system using methods such as vernier calculation. The aforementioned current vehicle speed can refer to the stable real-time vehicle speed obtained after low-pass filtering of the vehicle speed signal obtained from parsing the Controller Area Network (CAN) message of the target vehicle. The end-protection angle range is the interval determined by the protection start angle and protection end angle at the end of the rack. These protection start angle and protection end angle can also be understood as the maximum limit angle achievable by leftward steering wheel operation and the maximum limit angle achievable by rightward steering wheel operation. In practical applications, the aforementioned end-protection angle range can refer to the current vehicle steering wheel's limit position angle learned through autonomous learning before the target vehicle leaves the factory, by turning the steering wheel to the leftmost and rightmost positions. This disclosure does not impose further limitations or descriptions on this. The specific determination implementation method of the aforementioned end-protection enabling module 100 will be described in detail below and will not be repeated here.

[0048] The aforementioned preset enabling conditions disclosed herein are custom-set enabling conditions based on actual conditions. For example, they may include, but are not limited to, any one or more of the following combinations: the steering wheel angle is within a pre-stored end-protection angle range; the direction of the steering wheel torque and the direction of change of the steering wheel angle are the same; and the end-protection angle range is pre-learned and stored in the target vehicle. The aforementioned end-protection angle range may refer to a pre-learned protection angle range, which is the interval range determined by the protection start angle and protection end angle at the end of the rack. The aforementioned protection start angle and protection end angle are typically the maximum limit angles recorded when the steering wheel is turned to the leftmost and rightmost ends.

[0049] The end-to-end ratio calculation module 200 is responsible for calculating the end-to-end ratio based on the above input information, thereby obtaining the end-to-end ratio of the steering wheel. This end-to-end ratio can be used to reflect the degree of proximity of the steering wheel to the end (gear end). The specific implementation method of the above end-to-end ratio calculation will be described in detail below in this disclosure, and will not be repeated here.

[0050] The protective torque calculation module 300 is responsible for calculating the end-of-end protective torque based on the calculation results of the end-of-end ratio calculation module 200, thereby obtaining the end-of-end protective torque of the steering wheel. In specific implementation, the protective torque calculation module 300 can obtain the driving parameters of the target vehicle (such as the end-of-end ratio calculated by the end-of-end ratio calculation module 200) to perform torque calculation, thereby obtaining the corresponding end-of-end protective torque, which may include, but is not limited to, the first protective torque and the second protective torque mentioned below in this disclosure. The specific implementation methods will be described in detail below in this disclosure, and will not be repeated here.

[0051] The protective torque limiting module 400 is responsible for performing torque limiting processing based on the output result (such as the second protective torque) calculated by the protective torque calculation module 300. For example, the second protective torque can be subtracted from the input torque provided by the system (also known as the basic assist torque) to obtain the final output torque of the system, which is the motor assist torque. The specific implementation method of the above torque limiting processing will also be described in detail below, and will not be repeated here.

[0052] Based on the foregoing embodiments, please refer to Figure 2 This is a flowchart illustrating a method for determining the assist torque of a motor according to an exemplary embodiment. Figure 2 The method shown can be applied to a terminal device that can be placed in the target vehicle for use, or as... Figure 2 The method shown can be directly applied to the target vehicle. For example... Figure 2 The method shown may include the following implementation steps:

[0053] S201. Obtain the driving parameters of the target vehicle, including the steering wheel end-to-end ratio and the maximum protection torque.

[0054] The driving parameters of the target vehicle disclosed herein can refer to relevant parameters involved in the driving process of the target vehicle, which may include, but are not limited to, the steering wheel tip-to-end ratio, the rate of change of the steering wheel tip-to-end ratio, the maximum protection torque of the steering wheel (also known as the limit protection torque), the current vehicle speed, the steering wheel angle, information parameters in other input power steering systems (EPS) (such as the initially provided input torque), or other vehicle driving parameters. The steering wheel tip-to-end ratio can be calculated based on the steering wheel angle of the target vehicle, and the maximum protection torque can be determined based on the current vehicle speed. The rate of change of the steering wheel tip-to-end ratio can be calculated based on the steering wheel tip-to-end ratio.

[0055] In one embodiment, this disclosure can determine the maximum protective torque of the steering wheel based on the current speed of the target vehicle. The disclosure does not limit the method for determining the maximum protective torque; for example, the maximum protective torque matching the current vehicle speed can be obtained by looking up a table; or the maximum protective torque matching the current vehicle speed can be calculated using a preset speed reference curve formula and the current vehicle speed. The speed reference curve formula is a pre-defined calculation formula for the terminal device, which can be determined according to actual conditions, and this disclosure does not limit or elaborate on it. The maximum protective torque can refer to the maximum end-point protective torque supported by the steering wheel at the current vehicle speed. Typically, the maximum protective torque and the current vehicle speed are negatively correlated; for example, the higher the current vehicle speed, the lower the maximum protective torque.

[0056] In another embodiment, this disclosure can determine the end-to-end ratio of the steering wheel based on the steering wheel angle of the target vehicle. Specifically, this disclosure can calculate the end-to-end ratio based on the steering wheel angle and the end-to-end protection angle range to obtain the corresponding end-to-end ratio. Specifically, this disclosure can calculate the end-to-end ratio based on the rotation direction of the steering wheel angle and the end-to-end protection angle corresponding to that direction within the end-to-end protection angle range. This angle can be the aforementioned end-to-end protection starting angle or end-to-end protection ending angle, etc. Then, based on the steering wheel angle and the end-to-end protection angle in that direction, the corresponding end-to-end ratio is calculated. This end-to-end ratio reflects the degree to which the steering wheel is close to the end. Its specific calculation can be the ratio of the difference between the steering wheel angle and the end-to-end protection angle to the aforementioned end-to-end protection angle. For example, if the end-to-end ratio corresponding to the end position is 100%, and the end-to-end ratio corresponding to 40° from the end position is 0%, then the end-to-end ratio corresponding to 10° from the end position is 75%.

[0057] In another embodiment, this disclosure can calculate the rate of change based on the aforementioned steering wheel tip-to-end ratio to obtain the aforementioned tip-to-end ratio change rate. This disclosure does not limit the specific implementation of the aforementioned rate of change calculation; for example, this disclosure can perform processing such as high-pass filtering on the aforementioned tip-to-end ratio to obtain the aforementioned tip-to-end ratio change rate. The aforementioned tip-to-end ratio change rate reflects the steering wheel rotation speed to a certain extent. For example, a larger tip-to-end ratio change rate indicates that the user is turning the steering wheel faster or faster; conversely, a smaller tip-to-end ratio change rate indicates that the user is turning the steering wheel slower or slower.

[0058] S202. Based on the terminal ratio and the maximum protection torque, determine the first protection torque, wherein at least during the initial stroke of entering the terminal protection state, the ratio of the first protection torque to the maximum protection torque is greater than the terminal ratio.

[0059] This disclosure does not limit the implementation method for determining the first protective torque. For example, in one exemplary embodiment, this disclosure can determine a first factor (also called an end-to-end ratio factor) based on the end-to-end ratio. This first factor is used to reflect the degree of influence of the end-to-end ratio on the protection of the rack end. This disclosure does not limit the implementation method for determining the first factor; for example, this disclosure can obtain a first factor matching the end-to-end ratio by looking up a table. Generally, the first factor and the end-to-end ratio are positively correlated; the larger the end-to-end ratio, the larger the first factor. For example, please refer to... Figure 4 This is a schematic diagram illustrating the relationship between the terminal ratio and a first factor according to an exemplary embodiment. For example... Figure 4 As shown, the terminal ratio and the first factor have a quadratic function relationship. As the terminal ratio increases, the first factor also increases.

[0060] Next, this disclosure can determine the first protective torque based on the first factor and the maximum protective torque. This disclosure does not limit the specific implementation method for determining the first protective torque; for example, in practical applications, this disclosure can multiply the first factor and the maximum protective torque to obtain the first protective torque of the steering wheel. That is, the first protective torque = the maximum protective torque × the first factor.

[0061] It should be noted that, during the steering wheel's travel, at least in the initial travel of the steering wheel when it enters the end-of-life protection state, the ratio between the aforementioned first protection torque and the aforementioned maximum protection torque must be greater than the aforementioned end-of-life ratio. Optionally, when the steering wheel is at least in the initial travel of the steering wheel when it enters the end-of-life protection state, the ratio between the aforementioned first protection torque and the aforementioned maximum protection torque (i.e., the aforementioned first factor) and the aforementioned end-of-life ratio have a non-linear relationship, but they are usually positively correlated.

[0062] Optionally, to better protect the gear end, the ratio between the first protective torque and the maximum protective torque can be greater than the end-to-end ratio throughout the entire stroke of entering the end-to-end protection state. Further, optionally, the ratio between the first protective torque and the maximum protective torque (i.e., the first factor) and the end-to-end ratio also have a non-linear relationship throughout the entire stroke, typically exhibiting a positive correlation; the relationship between them can be found in the relevant descriptions in the foregoing embodiments, and will not be repeated here.

[0063] S203. Determine the motor assist torque of the power steering system in the target vehicle based on the first protection torque.

[0064] This disclosure does not limit the implementation method for determining the above-mentioned motor assist torque. For example, in one example embodiment, the driving parameters of the target vehicle also include the end-to-end ratio change rate. The implementation method for obtaining this end-to-end ratio change rate can be found in the relevant descriptions in the foregoing embodiments, and will not be repeated here. This disclosure can determine the second protection torque based on the end-to-end ratio change rate and the first protection torque. Furthermore, this disclosure does not limit the specific implementation method for determining the second protection torque. For example, this disclosure can determine a second factor based on the end-to-end ratio change rate, whereby the second factor can also be called the end-to-end ratio change rate factor, which reflects the degree of influence of the end-to-end ratio change rate on the rack end protection. This disclosure also does not limit the implementation method for determining the second factor. For example, this disclosure can obtain a second factor matching the end-to-end ratio change rate by means of a lookup table. The second factor is positively correlated with the end-to-end ratio change rate or the steering wheel speed. In practical applications, the first factor and the second factor can refer to multiplication factors with values ​​between 0 and 1.

[0065] After obtaining the second factor, this disclosure allows for the determination of the second protective torque based on the second factor and the first protective torque. Furthermore, this disclosure does not limit the method for determining the second protective torque; for example, in practical applications, the second factor and the first protective torque can be multiplied to obtain the second protective torque of the steering wheel. In other words, the second protective torque = the second factor × the first protective torque.

[0066] After obtaining the aforementioned second protective torque, this disclosure allows for the determination of the final motor assist torque based on this second protective torque. In specific implementations, this disclosure can limit the aforementioned second protective torque to obtain the aforementioned motor assist torque.

[0067] This disclosure does not limit the specific implementation of the aforementioned limiting process. For example, this disclosure can use the basic assist torque provided by the power steering system (i.e., the input torque of the target vehicle) and the aforementioned second protection torque to perform a subtraction operation to obtain the limiting assist torque. That is, the limiting assist torque = the input torque of the target vehicle - the aforementioned second protection torque. Furthermore, this disclosure can determine the final motor assist torque based on the aforementioned limiting assist torque. In practical applications, when the value of the aforementioned limiting assist torque is greater than 0, the aforementioned motor assist torque and the aforementioned limiting assist torque are the same, and the aforementioned motor assist torque can be directly output. That is, the power steering system can output the aforementioned motor assist torque through the motor to achieve steering of the steering wheel in the target vehicle. Conversely, when the value of the aforementioned limiting assist torque is less than or equal to 0, the aforementioned motor assist torque is 0, and this disclosure can output the aforementioned motor assist torque as 0. That is, at this time, the power steering system prohibits the motor from outputting any torque to assist steering of the steering wheel in the target vehicle, etc.

[0068] By implementing the embodiments of this disclosure, the terminal device acquires the driving parameters of the target vehicle, including the steering wheel end-to-end ratio and the maximum protection torque; based on the end-to-end ratio and the maximum protection torque, a first protection torque is determined, wherein at least in the initial travel portion entering the end-to-end protection state, the ratio of the first protection torque to the maximum protection torque is greater than the end-to-end ratio; based on the first protection torque, the motor assist torque of the power steering system in the target vehicle is determined. It is evident that the terminal device can intelligently and conveniently calculate the motor assist torque based on the vehicle's driving parameters, thereby avoiding problems such as excessive motor assist torque causing the steering wheel to collide with the gear end area, thus affecting the service life of related components in the power steering system. This improves the convenience and accuracy of determining the motor assist torque and also benefits rack end protection in the power steering system. Especially in the initial travel portion entering the end-to-end protection state, since the ratio between the first protection torque and the maximum protection torque is greater than the end-to-end ratio, this solution can more quickly determine and provide the corresponding motor assist torque for the steering wheel, which is beneficial for faster effectiveness in rack end protection in the power steering system.

[0069] To help better understand the embodiments of this disclosure, please refer to the following: Figure 3 This is a flowchart illustrating another method for determining motor assist torque according to an exemplary embodiment. Figure 3 The method shown may include the following implementation steps:

[0070] S301. Obtain the driving parameters of the target vehicle, including the steering wheel end-to-end ratio, maximum protection torque, and end-to-end ratio change rate.

[0071] The maximum protective torque disclosed herein may also be referred to as the ultimate protective torque, which can refer to the maximum end-of-pipe protective torque supported by the steering wheel at the current vehicle speed. The aforementioned end-of-pipe ratio can be used to reflect the degree of proximity of the steering wheel to the end-of-pipe (gear end), for example, specifically reflecting the degree of proximity between the steering wheel angle and the end-of-pipe angle range. The aforementioned end-of-pipe ratio change rate refers to the rate of change of the aforementioned end-of-pipe ratio.

[0072] S302. Determine a first factor based on the end-to-end ratio, wherein the first factor is used to reflect the degree of influence of the end-to-end ratio on the protection of the rack end.

[0073] The first factor mentioned above can also be called the terminal ratio factor. There is a non-linear relationship between the first factor and the terminal ratio, which can be positively correlated.

[0074] S303. Determine the first protection torque based on the first factor and the maximum protection torque.

[0075] S304. Determine a second factor based on the end-to-end ratio change rate, wherein the second factor is used to reflect the degree of influence of the end-to-end ratio change rate on the rack end protection.

[0076] The second factor mentioned above can also be called the terminal ratio change rate factor. There can be a non-linear relationship between the second factor and the terminal ratio change rate, and they can also be positively correlated.

[0077] S305. Determine the second protection torque based on the second factor and the first protection torque.

[0078] S306. Determine the motor assist torque of the power steering system in the target vehicle based on the second protection torque.

[0079] The second protective torque mentioned above in this disclosure can be the result of multiplying the first factor, the second factor, and the maximum protective torque. After limiting the second protective torque, the final motor assist torque can be obtained. For any details not described or introduced in steps S301-S306 of this disclosure, please refer to the foregoing. Figure 1 and Figure 2 The relevant descriptions in the embodiments will not be repeated here.

[0080] By implementing the embodiments of this disclosure, the present disclosure can limit rack movement based on input information such as steering wheel angle and current vehicle speed, thereby achieving a rack end protection function. Specifically, the maximum protection torque of the steering wheel can be obtained from the current vehicle speed, the current end-to-end ratio can be calculated from the steering wheel angle, and this end-to-end ratio is filtered to obtain an end-to-end ratio factor and an end-to-end ratio change rate factor. The maximum protection torque is then multiplied by the two factors to comprehensively calculate the second protection torque of the steering wheel. Finally, torque subtraction is applied to the base input torque to obtain the final motor assist torque. This solution allows users to more clearly perceive the end-to-end torque and provides stronger assist limitation when quickly turning the steering wheel to the end, protecting the end-to-end mechanical structure from damage. Compared to traditional solutions, it reduces the input of sensor signals, avoiding problems such as input signal asynchrony caused by factors such as partial sensor signal limiting or filtering. It maintains simplicity while providing a more powerful end-to-end protection function.

[0081] Furthermore, this disclosure also has the following characteristics or beneficial effects: the second protective torque and the end-to-end ratio involved in this disclosure are not in a conventional linear relationship. Even when the end-to-end ratio is low, the second protective torque can still have a relatively fast growth rate. When the end-to-end ratio is 50%, it can provide nearly 70% of the assist torque compared to the limit point of the end-to-end ratio. This allows the user to clearly feel a heavier steering wheel when turning the steering wheel into the end-to-end region, resulting in faster activation of rack end protection. However, in traditional end-to-end protection methods, the second protective torque is directly proportional to the end-to-end ratio, but in actual experience, the limitation of the end-to-end assist torque is not obvious; it is almost difficult to feel any protective torque in the 0% to 50% end-to-end ratio range. Secondly, the input information or input quantity in the end-to-end protection of this disclosure includes the current vehicle speed and steering wheel angle. Compared with traditional solutions, this avoids the problem of inconsistent or asynchronous input signals caused by filtering and limiting of some sensor signals, while also reducing the input quantity. The limit protection torque is determined by the vehicle speed, and the end-to-end ratio is calculated based on the steering wheel angle position. This end-to-end ratio is then high-pass filtered to obtain the end-to-end ratio change rate. The end-to-end ratio and its change rate generate two corresponding factors, both of which can be multiplied by the maximum protection torque to calculate the second protection torque. This ensures good end-to-end protection performance at different vehicle speeds. Next, in traditional solutions, the damping force is directly proportional to the end-to-end ratio. However, in end-to-end protection, there is often a significant steering wheel rotation speed when entering the end-to-end region. If the damping force is calculated solely based on the end-to-end ratio, the end-to-end damping force is not noticeable when the steering wheel is turned quickly. However, this disclosure allows for the setting of a corresponding reference rotation speed curve formula based on the steering wheel angle position. By differentiating the end-to-end ratio to obtain the end-to-end ratio change rate, a larger change rate is applied to increase the end-to-end resistance. This allows the driver to feel significant resistance while minimizing the impact on the mechanical device in the end-to-end region. This disclosure reduces the assist torque without generating additional resistance when the steering wheel is turned slowly into the end-of-pipe region, thus improving end-of-pipe feel. When the steering wheel is turned quickly, additional resistance is generated on top of the reduced assist torque to reduce speed, resulting in good feel and end-of-pipe protection performance at both fast and slow turning speeds. This disclosure obtains the desired assist torque of the motor by subtracting the second protection torque from the basic assist torque, and this is processed after basic assist function calculations, without affecting other functions of the electric power steering system.

[0082] Based on the foregoing embodiments, please refer to Figure 5 This is a schematic diagram illustrating the structure of a device for determining the assist torque of a motor, according to an exemplary embodiment. Figure 5 The illustrated device can be applied to a terminal device, and the device may include an acquisition module 501 and a processing module 502. Wherein:

[0083] The acquisition module 501 is configured to acquire the driving parameters of the target vehicle, including the steering wheel end-to-end ratio and the maximum protection torque.

[0084] The processing module 502 is configured to determine a first protection torque based on the terminal ratio and the maximum protection torque, wherein at least during the initial stroke of entering the terminal protection state, the ratio of the first protection torque to the maximum protection torque is greater than the terminal ratio.

[0085] The processing module 502 is further configured to determine the motor assist torque of the power steering system in the target vehicle based on the first protection torque.

[0086] In some embodiments, during the entire stroke of entering the terminal protection state, the ratio of the first protection torque to the maximum protection torque is greater than the terminal ratio.

[0087] In some embodiments, at least during the initial travel portion of the journey into the end-of-life protection state, there is a non-linear relationship between the ratio of the first protection torque to the maximum protection torque and the end-of-life ratio.

[0088] In some embodiments, the acquisition module 501 is configured to determine the maximum protection torque based on the current speed of the target vehicle.

[0089] In some embodiments, the processing module 502 is configured to:

[0090] Based on the end-to-end ratio, a first factor is determined, which reflects the degree of influence of the end-to-end ratio on the protection of the rack end.

[0091] The first protective torque is determined based on the first factor and the maximum protective torque.

[0092] In some embodiments, the driving parameters further include the terminal ratio change rate, and the processing module 502 is configured to:

[0093] The second protective torque is determined based on the terminal ratio change rate and the first protective torque;

[0094] The motor assist torque is determined based on the second protection torque.

[0095] In some embodiments, the processing module 502 is configured to: determine a second factor based on the end-to-end ratio change rate, the second factor being used to reflect the degree of influence of the end-to-end ratio change rate on the rack end protection;

[0096] The second protective torque is determined based on the second factor and the first protective torque.

[0097] In some embodiments, the second factor and the rate of change of the terminal ratio are positively correlated.

[0098] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0099] This disclosure also provides a computer-readable storage medium having stored thereon computer program instructions that, when executed by a processor, implement the steps of the method for determining the motor assist torque provided in this disclosure.

[0100] Figure 6 This is a schematic diagram illustrating the structure of a terminal device according to an exemplary embodiment. For example, the terminal device 600 may be a mobile phone, computer, digital broadcasting terminal, messaging device, game console, tablet device, medical device, fitness equipment, personal digital assistant, or other terminal device.

[0101] Reference Figure 6 The terminal device 600 may include one or more of the following components: processing component 602, memory 604, power supply component 606, multimedia component 608, audio component 610, input / output interface 612, sensor component 614, and communication component 616.

[0102] Processing component 602 typically controls the overall operation of device 600, such as operations associated with display, telephone calls, data communication, camera operation, and recording. Processing component 602 may include one or more processors 620 to execute instructions to complete all or part of the steps in the method for determining the motor assist torque described above. Furthermore, processing component 602 may include one or more modules to facilitate interaction between processing component 602 and other components. For example, processing component 602 may include a multimedia module to facilitate interaction between multimedia component 608 and processing component 602.

[0103] Memory 604 is configured to store various types of data to support the operation of device 600. Examples of this data include instructions for any application or method operating on device 600, contact data, phonebook data, messages, pictures, videos, etc. Memory 604 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk.

[0104] Power supply component 606 provides power to various components of device 600. Power supply component 606 may include a power management system, one or more power supplies, and other components associated with generating, managing, and distributing power to device 600.

[0105] Multimedia component 608 includes a screen that provides an output interface between the device 600 and the user. In some embodiments, the screen may include a liquid crystal display (LCD) and a touch panel (TP). If the screen includes a touch panel, the screen may be implemented as a touchscreen to receive input signals from the user. The touch panel includes one or more touch sensors to sense touches, swipes, and gestures on the touch panel. The touch sensors may sense not only the boundaries of the touch or swipe action but also the duration and pressure associated with the touch or swipe operation. In some embodiments, multimedia component 608 includes a front-facing camera and / or a rear-facing camera. When the terminal device 600 is in an operating mode, such as a shooting mode or a video mode, the front-facing camera and / or the rear-facing camera may receive external multimedia data. Each front-facing camera and rear-facing camera may be a fixed optical lens system or have focal length and optical zoom capabilities.

[0106] Audio component 610 is configured to output and / or input audio signals. For example, audio component 610 includes a microphone (MIC) configured to receive external audio signals when device 600 is in an operating mode, such as call mode, recording mode, and voice recognition mode. The received audio signals may be further stored in memory 604 or transmitted via communication component 616. In some embodiments, audio component 610 also includes a speaker for outputting audio signals.

[0107] Input / output interface 612 provides an interface between processing component 602 and peripheral interface modules, such as keyboards, click wheels, buttons, etc. These buttons may include, but are not limited to, home buttons, volume buttons, start buttons, and lock buttons.

[0108] Sensor assembly 614 includes one or more sensors for providing status assessments of various aspects of device 600. For example, sensor assembly 614 may detect the on / off state of device 600, the relative positioning of components such as the display and keypad of device 600, changes in the position of device 600 or a component of device 600, the presence or absence of user contact with device 600, the orientation or acceleration / deceleration of device 600, and temperature changes of device 600. Sensor assembly 614 may include a proximity sensor configured to detect the presence of nearby objects without any physical contact. Sensor assembly 614 may also include a light sensor, such as a CMOS or CCD image sensor, for use in imaging applications. In some embodiments, sensor assembly 614 may also include an accelerometer, a gyroscope, a magnetometer, a pressure sensor, or a temperature sensor.

[0109] Communication component 616 is configured to facilitate wired or wireless communication between device 600 and other devices. Device 600 can access wireless networks based on communication standards, such as WiFi, 2G, or 3G, or combinations thereof. In one exemplary embodiment, communication component 616 receives broadcast signals or broadcast-related information from an external broadcast management system via a broadcast channel. In one exemplary embodiment, communication component 616 also includes a near-field communication (NFC) module to facilitate short-range communication. For example, the NFC module may be implemented based on radio frequency identification (RFID) technology, Infrared Data Association (IrDA) technology, ultra-wideband (UWB) technology, Bluetooth (BT) technology, and other technologies.

[0110] In an exemplary embodiment, device 600 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the above-described method for determining the motor assist torque.

[0111] In an exemplary embodiment, a non-transitory computer-readable storage medium including instructions is also provided, such as a memory 604 including instructions, which can be executed by a processor 620 of device 600 to complete the method for determining the upper motor assist torque. For example, the non-transitory computer-readable storage medium may be a ROM, random access memory (RAM), CD-ROM, magnetic tape, floppy disk, and optical data storage device, etc.

[0112] The aforementioned device can be a standalone electronic device or a part of a standalone electronic device. For example, in one embodiment, the device can be an integrated circuit (IC) or a chip, wherein the integrated circuit can be a single IC or a collection of multiple ICs. The chip can include, but is not limited to, the following types: GPU (Graphics Processing Unit), CPU (Central Processing Unit), FPGA (Field Programmable Gate Array), DSP (Digital Signal Processor), ASIC (Application Specific Integrated Circuit), and SoC (System on Chip). The aforementioned integrated circuit or chip can be used to execute executable instructions (or code) to implement the aforementioned method for determining the motor assist torque. The executable instructions can be stored in the integrated circuit or chip or obtained from other devices or equipment. For example, the integrated circuit or chip includes a processor, memory, and an interface for communicating with other devices. The executable instruction can be stored in the memory, and when the executable instruction is executed by the processor, it implements the above-mentioned method for determining the motor assist torque; or, the integrated circuit or chip can receive the executable instruction through the interface and transmit it to the processor for execution to implement the above-mentioned method for determining the motor assist torque.

[0113] In another exemplary embodiment, a computer program product is also provided, the computer program product comprising a computer program executable by a programmable device, the computer program having a code portion for performing the above-described method for determining the motor assist torque when executed by the programmable device.

[0114] Please see Figure 7 This is a schematic diagram illustrating the structure of a chip according to an exemplary embodiment. For example... Figure 7 The chip 700 shown includes a processor 701 and an interface 702. Optionally, it may also include a memory 703. The number of processors 701 can be one or more, and the number of interfaces 702 can be multiple.

[0115] In one embodiment, for the case where the chip is used to implement the method embodiments described in this disclosure:

[0116] The interface 702 is used to receive or output signals;

[0117] The processor 701 is used to execute some or all of the contents of the embodiment of the method for determining the motor assist torque.

[0118] Understandably, the processor in this embodiment can be an integrated circuit chip with signal processing capabilities. In implementation, each step of the above method embodiment can be completed by integrated logic circuits in the processor's hardware or by software instructions. The processor described above can be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0119] Understandably, the memory in the embodiments of this disclosure may be volatile memory or non-volatile memory, or may include both volatile and non-volatile memory. The non-volatile memory may be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. The volatile memory may be random access memory (RAM), which serves as an external cache. By way of example, but not limitation, many forms of RAM are available, such as static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDRSDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous linked dynamic random access memory (SLDRAM), and direct rambus RAM (DR RAM). It should be noted that the memory used in the systems and methods described herein is intended to include, but is not limited to, these and any other suitable types of memory.

[0120] It should be noted that the descriptions of the storage media, devices, and chip embodiments above are similar to the descriptions of the method embodiments above, and have similar beneficial effects. For technical details not disclosed in the storage media, storage media, and device embodiments of this disclosure, please refer to the descriptions of the method embodiments of this disclosure for understanding.

[0121] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of this disclosure. This disclosure is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the following claims.

[0122] It should be understood that this disclosure is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this disclosure is limited only by the appended claims.

Claims

1. A method for determining the assist torque of an electric motor, applied to a target vehicle, characterized in that, include: Obtain the driving parameters of the target vehicle, including the steering wheel tip-to-end ratio and the maximum protection torque; The end-to-end ratio reflects the degree of proximity of the steering wheel to the end of the gear; Based on the terminal ratio and the maximum protection torque, a first protection torque is determined, wherein at least during the initial stroke of entering the terminal protection state, the ratio of the first protection torque to the maximum protection torque is greater than the terminal ratio. Based on the first protective torque, the motor assist torque of the power steering system in the target vehicle is determined.

2. The method according to claim 1, characterized in that, Throughout the entire stroke of entering the terminal protection state, the ratio of the first protection torque to the maximum protection torque is greater than the terminal ratio.

3. The method according to claim 1, characterized in that, At least during the initial stroke of entering the end-protection state, there is a non-linear relationship between the ratio of the first protection torque to the maximum protection torque and the end-protection ratio.

4. The method according to claim 1, characterized in that, When the driving parameters include the maximum protection torque, obtaining the driving parameters of the target vehicle includes: The maximum protection torque is determined based on the current speed of the target vehicle.

5. The method according to claim 1, characterized in that, The step of determining the first protection torque based on the end-to-end ratio and the maximum protection torque includes: Based on the end-to-end ratio, a first factor is determined, which reflects the degree of influence of the end-to-end ratio on the protection of the rack end. The first protective torque is determined based on the first factor and the maximum protective torque.

6. The method according to any one of claims 1-5, characterized in that, The driving parameters also include the end-to-end ratio change rate, and determining the motor assist torque of the power steering system in the target vehicle based on the first protection torque includes: The second protective torque is determined based on the terminal ratio change rate and the first protective torque; The motor assist torque is determined based on the second protection torque.

7. The method according to claim 6, characterized in that, The step of determining the second protective torque based on the terminal ratio change rate and the first protective torque includes: Based on the end-to-end ratio change rate, a second factor is determined, which is used to reflect the degree of influence of the end-to-end ratio change rate on rack end protection. The second protective torque is determined based on the second factor and the first protective torque.

8. A device for determining the assist torque of an electric motor, applied to a target vehicle, characterized in that, include: The acquisition module is configured to acquire the driving parameters of the target vehicle, including the steering wheel tip-to-end ratio and the maximum protection torque; The end-to-end ratio reflects the degree of proximity of the steering wheel to the end of the gear; The processing module is configured to determine a first protection torque based on the terminal ratio and the maximum protection torque, wherein at least during the initial stroke of entering the terminal protection state, the ratio of the first protection torque to the maximum protection torque is greater than the terminal ratio. The processing module is further configured to determine the motor assist torque of the power steering system in the target vehicle based on the first protection torque.

9. A terminal device, characterized in that, include: processor; Memory used to store processor-executable instructions; The processor is configured to execute the executable instructions to implement the steps of the method according to any one of claims 1 to 7.

10. A computer-readable storage medium having computer program instructions stored thereon, characterized in that, When the computer program instructions are executed by the processor, they implement the steps of the method according to any one of claims 1 to 7.

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