A method of controlling steering of a vehicle and related apparatus

Abstract

Embodiments of the present application provide a method for controlling vehicle steering and related devices. The method comprises: obtaining a motion acceleration after differentiating a speed of the vehicle, and a first acceleration generated by a torque on a drive shaft of the vehicle; determining an axle load transfer compensation parameter of the vehicle according to the motion acceleration and the first acceleration; and determining an assist torque according to the axle load transfer compensation parameter to assist the vehicle steering. By using embodiments of the present application, the complex axle load transfer working conditions of the vehicle can be judged and calculated through the motion acceleration and the first acceleration, and a more accurate assist torque can be obtained, which is beneficial to improving the safety and comfort of driving.

Description

Technical Field

[0001] This application relates to the field of vehicle steering control technology, and in particular to a method and related apparatus for controlling vehicle steering. Background Technology

[0002] Electric Power Steering (EPS) is a power steering system that relies on an electric motor to provide assist torque. When the steering wheel is turned, sensors mounted on the steering wheel shaft detect the steering torque signal, which, along with the vehicle speed signal, is simultaneously input to the EPS's electronic control unit. Based on these input signals, the electronic control unit determines the magnitude and direction of the EPS assist torque. Then, based on the magnitude and direction of the assist torque, it selects the current and rotation direction of the power steering motor, thereby adjusting the amount of steering assistance power. The power steering motor only responds to commands and starts working when the driver controls the steering wheel, i.e., when performing a steering action, thus improving energy efficiency and avoiding unnecessary consumption.

[0003] Generally, EPS determines the axle load transfer of the vehicle based on the acceleration obtained from the vehicle speed, and then determines the assist torque of the power steering motor based on the axle load transfer, thereby adjusting the user's steering feel. However, determining the assist torque based on the acceleration obtained from the vehicle speed cannot meet the steering power required by the vehicle under complex operating conditions, which may affect the user's driving experience and the safety of vehicle steering. Summary of the Invention

[0004] This application provides a method and related apparatus for controlling vehicle steering. By compensating for the base torque determined by EPS according to axle load transfer compensation parameters, the stability of vehicle operation and driving safety can be improved.

[0005] In a first aspect, embodiments of this application provide a method for controlling vehicle steering, the method comprising:

[0006] The vehicle's motion acceleration and first acceleration are obtained, wherein the motion acceleration corresponds to the acceleration after the derivative of the vehicle's velocity, and the first acceleration corresponds to the acceleration generated by the torque on the vehicle's drive shaft;

[0007] Based on the motion acceleration and the first acceleration, the axle load transfer compensation parameters of the vehicle are determined, and the axle load transfer compensation parameters are used to indicate the changes in axle load distribution between the front and rear axles of the vehicle.

[0008] The assist torque is determined based on the axle load transfer compensation parameters, wherein the assist torque is used to assist the vehicle steering.

[0009] In the above method, when the axle load of the vehicle is transferred, the complex axle load transfer condition is judged and calculated using motion acceleration and a first acceleration to determine the axle load transfer compensation parameters. Then, the assist torque for steering is determined based on the axle load transfer compensation parameters. Compared with the existing solution that determines the assist torque only through a single acceleration, this application can obtain a more accurate assist torque by using motion acceleration and a first acceleration. Even if the vehicle is under different operating conditions, the embodiments of this application can make the steering performance of the vehicle more consistent, providing the user with the same steering feel, improving the stability of vehicle operation and driving safety.

[0010] In one alternative embodiment of the first aspect, determining the axle load transfer compensation parameters of the vehicle based on the motion acceleration and the first acceleration includes:

[0011] If the comparison result between the motion acceleration and the first acceleration falls within a first preset range, the axle load transfer compensation parameters of the vehicle are determined based on the motion acceleration.

[0012] In the above method, the parameters for calculating the axle load transfer compensation parameters are determined based on the comparison result between the motion acceleration and the first acceleration. If the comparison result falls within a first preset range, the axle load transfer compensation parameters can be determined based on the motion acceleration. Simultaneously, the actual operating conditions of the vehicle can be determined by comparing the motion acceleration and the first acceleration. Determining the axle load transfer coefficient based on the actual operating conditions of the vehicle can increase the accuracy of the axle load transfer coefficient.

[0013] In one alternative embodiment of the first aspect, determining the axle load transfer compensation parameters of the vehicle based on the motion acceleration and the first acceleration includes:

[0014] If the comparison result between the motion acceleration and the first acceleration falls within a second preset range, the axle load transfer compensation parameters of the vehicle are determined based on the motion acceleration and the first acceleration.

[0015] In the above method, the parameters for calculating the axle load transfer compensation parameters are determined based on the comparison result between the motion acceleration and the first acceleration. If the comparison result falls within a second preset range, the axle load transfer compensation parameters are determined based on the motion acceleration and the first acceleration. Simultaneously, the actual operating conditions of the vehicle can be determined by comparing the motion acceleration and the first acceleration. Determining the axle load transfer coefficient based on the actual operating conditions of the vehicle can increase the accuracy of the axle load transfer coefficient.

[0016] In one alternative embodiment of the first aspect, determining the axle load transfer compensation parameters of the vehicle based on the motion acceleration and the first acceleration includes:

[0017] If the comparison result between the motion acceleration and the first acceleration falls within a second preset range, a first axle load transfer compensation parameter is determined based on the motion acceleration, a second axle load transfer compensation parameter is determined based on the motion acceleration and the first acceleration, and the axle load transfer compensation parameter of the vehicle is determined based on the first axle load transfer compensation parameter and the second axle load transfer compensation parameter.

[0018] In the above method, the parameters for calculating axle load transfer compensation are determined based on the comparison result of motion acceleration and the first acceleration. If the comparison result falls within a second preset range, both motion acceleration and the first acceleration will affect the axle load transfer of the vehicle. Therefore, the first axle load transfer compensation parameter can be determined based on motion acceleration, and the second axle load transfer compensation parameter can be determined based on the first acceleration and motion acceleration. The axle load transfer compensation parameter is then comprehensively determined based on the first axle load transfer compensation parameter and the second axle load transfer compensation parameter. This method requires fewer signals to be collected. Furthermore, most vehicles are equipped with sensors for collecting motion acceleration and the first acceleration, which can save costs and improve sensor utilization.

[0019] In one alternative embodiment of the first aspect, determining the second shaft load transfer compensation parameter based on the motion acceleration and the first acceleration includes:

[0020] The slope angle of the lane where the vehicle is located is determined based on the motion acceleration and the first acceleration;

[0021] The second axle load transfer compensation parameter is determined based on the slope angle of the lane in which the vehicle is located.

[0022] In the above method, the vehicle's slope angle is determined based on the first acceleration and motion acceleration. The vehicle only needs to collect the first acceleration and motion acceleration to determine the slope angle, which further simplifies the process of determining the axle load transfer compensation parameters.

[0023] In one alternative embodiment of the first aspect, determining the axle load transfer compensation parameters of the vehicle based on the first axle load transfer compensation parameters and the second axle load transfer compensation parameters includes:

[0024] The axle load transfer compensation parameters of the vehicle are determined by multiplying the first axle load transfer compensation parameter and the second axle load transfer compensation parameter.

[0025] In the above method, the axle load transfer compensation parameters are determined based on the product of the first axle load transfer compensation parameter and the second axle load transfer compensation parameter. The influence of the motion acceleration corresponding to the first axle load transfer compensation parameter, the motion acceleration corresponding to the second axle load transfer compensation parameter, and the first acceleration on the axle load transfer of the vehicle is comprehensively considered, so that the determined axle load transfer compensation parameters are more in line with the actual working conditions of the vehicle.

[0026] In one alternative embodiment of the first aspect, the motion acceleration is the acceleration after low-pass filtering, and the first acceleration is the acceleration after low-pass filtering.

[0027] As can be seen, low-pass filtering is performed to remove noise and unnecessary high-frequency components. For example, conditions such as bumps and collisions involve forces acting over a short period of time, corresponding to high-frequency components. This could cause significant changes in the difference between the initial acceleration and the kinetic acceleration within a short time, but these changes do not correspond to variations in the vehicle's driving conditions. Therefore, to avoid the influence of conditions such as bumps and collisions, it is necessary to remove unnecessary high-frequency components. This makes the filtered signal smoother and more stable, ensuring the accuracy of the vehicle's kinetic acceleration and initial acceleration.

[0028] In one alternative embodiment of the first aspect, the first acceleration is the linear acceleration of the drive wheels of the vehicle.

[0029] As can be seen, the linear acceleration of the drive wheels is used to characterize the first acceleration, and this linear acceleration can be collected by sensors on the vehicle. No additional sensors are needed, saving costs and improving sensor utilization.

[0030] In one alternative embodiment of the first aspect, determining the assist torque based on the axle load transfer compensation parameters includes:

[0031] The assist torque is determined by multiplying the axle load transfer compensation parameters and the basic assist parameters, wherein the basic assist parameters are determined by the electric power steering system and are used to determine the basic torque of the electric power steering system. In the above method, the basic torque determined by EPS is the torque used to assist vehicle steering in existing solutions, where the basic torque is determined based on the basic assist parameters. Determining the assist torque by multiplying the axle load transfer compensation parameters and the basic assist parameters obtained in this application is an improvement on existing solutions, allowing the assist torque determined by EPS to more closely reflect the actual operating conditions of the vehicle and improving the vehicle's steering performance.

[0032] Secondly, embodiments of this application provide a device for controlling vehicle steering, the device comprising:

[0033] A communication unit is used to acquire the vehicle's motion acceleration and a first acceleration, wherein the motion acceleration corresponds to the acceleration after the derivative of the vehicle's velocity, and the first acceleration corresponds to the acceleration generated by the torque on the vehicle's drive shaft;

[0034] The processing unit is configured to determine the axle load transfer compensation parameters of the vehicle based on the motion acceleration and the first acceleration. The axle load transfer compensation parameters are used to indicate the influence of the axle load distribution change of the front and rear axles of the vehicle on the vehicle steering.

[0035] The processing unit is used to determine the assist torque based on the axle load transfer compensation parameters, wherein the assist torque is used to assist the vehicle steering.

[0036] In an alternative embodiment of the second aspect, the processing unit, specifically configured to determine the axle load transfer compensation parameters of the vehicle based on the motion acceleration and the first acceleration, includes:

[0037] If the comparison result between the motion acceleration and the first acceleration falls within a first preset range, the axle load transfer compensation parameters of the vehicle are determined based on the motion acceleration.

[0038] In an alternative embodiment of the second aspect, the processing unit, specifically configured to determine the axle load transfer compensation parameters of the vehicle based on the motion acceleration and the first acceleration, includes:

[0039] If the comparison result between the motion acceleration and the first acceleration falls within a second preset range, the axle load transfer compensation parameters of the vehicle are determined based on the motion acceleration and the first acceleration.

[0040] In an alternative embodiment of the second aspect, the processing unit, specifically configured to determine the axle load transfer compensation parameters of the vehicle based on the motion acceleration and the first acceleration, includes:

[0041] If the comparison result between the motion acceleration and the first acceleration falls within a second preset range, a first axle load transfer compensation parameter is determined based on the motion acceleration, a second axle load transfer compensation parameter is determined based on the motion acceleration and the first acceleration, and the axle load transfer compensation parameter of the vehicle is determined based on the first axle load transfer compensation parameter and the second axle load transfer compensation parameter.

[0042] In an alternative embodiment of the second aspect, the processing unit, specifically used for determining the second shaft load transfer compensation parameter based on the motion acceleration and the first acceleration, includes:

[0043] The slope angle of the lane where the vehicle is located is determined based on the motion acceleration and the first acceleration;

[0044] The second axle load transfer compensation parameter is determined based on the slope angle of the lane in which the vehicle is located.

[0045] In an alternative embodiment of the second aspect, the processing unit, specifically used for determining the axle load transfer compensation parameters of the vehicle based on the first axle load transfer compensation parameters and the second axle load transfer compensation parameters, includes:

[0046] The axle load transfer compensation parameters of the vehicle are determined by multiplying the first axle load transfer compensation parameter and the second axle load transfer compensation parameter.

[0047] In one alternative embodiment of the second aspect, the motion acceleration is the acceleration after low-pass filtering, and the first acceleration is the acceleration after low-pass filtering.

[0048] In one alternative embodiment of the second aspect, the first acceleration is the linear acceleration of the drive wheels of the vehicle.

[0049] In an alternative embodiment of the second aspect, the processing unit, specifically used for determining the assist torque based on the axle load transfer compensation parameters, includes:

[0050] The basic torque of the electric power steering system is compensated based on the product of the axle load transfer compensation parameter and the basic assist parameter to determine the assist torque. The basic assist parameter is determined by the electric power steering system and is used to determine the basic torque of the electric power steering system.

[0051] Thirdly, embodiments of this application provide a vehicle including a processor and a memory, the processor being coupled to the memory for storing a computer program, and the processor for calling and running the computer program, causing the vehicle to perform the method described in any of the preceding first aspects.

[0052] Fourthly, embodiments of this application provide a computing device including a processor and a memory; the processor is coupled to the memory, the memory is used to store a computer program, and the processor is used to invoke and run the computer program so that the computing device performs the method as described in any of the preceding first aspects.

[0053] Optionally, the computing device further includes a communication interface for receiving and / or sending data, and / or for providing input and / or output to the processor.

[0054] It should be noted that the above embodiments are illustrated using a processor (or general-purpose processor) that executes the method by invoking a computer-specified instruction. In practice, the processor can also be a dedicated processor, in which case the computer instructions have been pre-loaded into the processor. Optionally, the processor can include both dedicated and general-purpose processors.

[0055] Optionally, the processor and memory may be integrated into a single device, meaning they can be combined.

[0056] Fifthly, embodiments of this application provide a computer-readable storage medium storing a computer program that, when run on a computer or processor, implements the method described in any of the first aspects above.

[0057] The beneficial effects of the technical solutions provided in the second to fifth aspects of this application can be referred to the beneficial effects of the technical solutions in the first aspect, and will not be repeated here. Attached Figure Description

[0058] The accompanying drawings used in the description of the embodiments will be briefly introduced below.

[0059] Figure 1 This is a schematic diagram of the architecture of a vehicle provided in an embodiment of this application;

[0060] Figure 2 This is a schematic flowchart of a method for controlling vehicle steering provided in an embodiment of this application;

[0061] Figure 3 This is a schematic flowchart illustrating how to determine shaft load transfer compensation parameters based on motion acceleration, as provided in an embodiment of this application.

[0062] Figure 4 This is a schematic diagram of shaft load transfer compensation parameters under motion acceleration provided in an embodiment of this application;

[0063] Figure 5 This is a schematic diagram of a process for determining a slope angle provided in an embodiment of this application;

[0064] Figure 6 This is a schematic diagram of a slope angle provided in an embodiment of this application;

[0065] Figure 7 This is a schematic diagram illustrating how to determine shaft load transfer compensation parameters based on motion acceleration and a first acceleration, according to an embodiment of this application.

[0066] Figure 8 This is a schematic diagram of axle load transfer compensation parameters under a slope angle provided in an embodiment of this application;

[0067] Figure 9 This is a schematic diagram of a process for determining the assist torque provided in an embodiment of this application;

[0068] Figure 10 This is a schematic diagram of the structure of a computing device provided in an embodiment of this application. Detailed Implementation

[0069] The embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0070] The terms "first," "second," "third," and "fourth," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such processes, methods, products, or apparatus.

[0071] To more clearly describe the solution of this application, some of the terms used in this application will be explained below.

[0072] 1. Electric Power Steering (EPS) is a power steering system that relies on an electric motor to provide assist torque. When the steering wheel is turned, sensors mounted on the steering wheel shaft detect the steering torque signal, which, along with the vehicle speed signal, is simultaneously input to the EPS's electronic control unit. Based on these input signals, the electronic control unit determines the magnitude and direction of the EPS assist torque. Then, based on the magnitude and direction of the assist torque, it selects the current and rotation direction of the power steering motor, thereby adjusting the amount of steering assistance power.

[0073] 2. The Torque Angle Sensor (TAS) is used to collect steering wheel torque and steering wheel angle. The TAS sensor can send the collected steering wheel torque and steering wheel angle to the EPS, which can then determine the magnitude and direction of the power assist torque based on the steering wheel torque and steering wheel angle.

[0074] 3. Axle load: The load borne by an axle (e.g., front or rear axle).

[0075] 4. Axle load transfer: The axle load distribution between the front and rear axles of the vehicle changes.

[0076] To facilitate understanding of the embodiments of this application, the specific technical problems to be solved by this application will be analyzed and proposed below.

[0077] As research into electric motors deepens and motor control algorithms improve, vehicle steering systems are gradually shifting from traditional hydraulic steering systems to electric power steering (EPS) systems powered by electric motors. Unlike traditional hydraulic steering systems, EPS reduces the possibility of torsion bar deformation, extending the lifespan of the electric power steering system. Furthermore, the characteristics of EPS-assisted steering and its self-centering mechanism allow for adjustments based on vehicle speed. This avoids issues such as a heavy steering feel and poor steering wheel return at low speeds, and reduced road feel and overshooting at high speeds.

[0078] For new energy vehicles, electric power steering (EPS) systems with an electric motor are a better choice than hydraulic power steering systems. This is because the battery in a new energy vehicle can provide a stable source of power to drive the EPS motor. Hydraulic power steering systems, on the other hand, always require the engine to drive the power steering pump, regardless of whether the vehicle is in operation, resulting in continuous energy consumption. Electric power steering systems, however, only activate the motor in response to the EPS's commands when the driver controls the steering wheel, i.e., when the driver's steering input is received. This improves energy efficiency and avoids unnecessary energy consumption.

[0079] The electric power steering system determines the steering wheel torque and speed based on the steering wheel angle collected by the TAS sensor. Combined with signals such as vehicle speed, it uses a power steering motor control algorithm to determine the appropriate motor output torque. With this appropriate torque, the vehicle can achieve light steering at low speeds and increased road feel at high speeds. It also addresses the issue of vehicle self-centering characteristics at varying speeds, such as poor self-centering at low speeds and overshooting at high speeds.

[0080] However, current EPS steering control algorithms primarily consider situations where the vehicle's load distribution is constant and it is in planar motion, determining the power assist torque based on vehicle speed. This adjusts the steering feel to provide the user with a comfortable grip and consistent road feedback. For example, at low speeds, the power assist torque can be increased for easier steering, while at high speeds, it can be decreased to enhance road feedback. While this approach satisfies steering control under normal operating conditions, it doesn't account for situations where load shifts. If the EPS power assist torque is still determined using this approach under load shifting conditions, the following problems may arise:

[0081] (1) When a vehicle is going uphill, the front axle tilts upward and the rear axle compresses, resulting in a decrease in the axle load on the front axle and its transfer to the rear. At this time, the steering resistance of the vehicle decreases. When the vehicle is turning at high speed, the driver's road feel when turning the steering wheel will gradually decrease over a period of time. This reduces the stability of vehicle operation and affects driving safety.

[0082] (2) When a vehicle is going downhill, the front axle compresses downwards, increasing the axle load and thus increasing steering resistance. This makes the steering wheel feel heavier when the vehicle is stationary or turning at low speeds, reducing the vehicle's obstacle avoidance agility and the driver's steering comfort when going downhill.

[0083] (3) During acceleration, the front of the vehicle will "lift up," causing the front axle load to decrease and shift backward, resulting in reduced steering resistance. This mainly leads to a lighter steering feel and poorer road feel when turning the steering wheel at high speeds. It also increases the likelihood of overshoot during vehicle self-centering, reducing the safety of high-speed driving.

[0084] (4) During braking, the front of the vehicle will "plunge," resulting in axle load transfer and accumulation on the front axle, thus increasing the front axle load. At this time, the steering resistance of the vehicle increases, mainly causing the driver to feel a heavier steering wheel when turning the vehicle in place or at low speed. This reduces the driver's steering comfort.

[0085] (5) When the axle load shifts, the instantaneous steering feel of the driver will change. If the basic torque determined by the EPS is not compensated for under the condition of axle load shift, it may seriously affect the driver's driving experience and the safety of vehicle steering in sudden situations.

[0086] In view of this, this application provides a method for controlling vehicle steering. First, axle load transfer compensation parameters are determined based on the vehicle's motion acceleration and a first acceleration. The motion acceleration corresponds to the acceleration after the derivative of the vehicle's velocity, and the first acceleration corresponds to the acceleration generated by the torque on the vehicle's drive axle. Then, the vehicle determines the assist torque of the EPS (Electric Power Steering) based on the axle load transfer compensation parameters, thereby assisting vehicle steering based on the assist torque.

[0087] The system architecture used in the embodiments of this application is described below. It should be noted that the system architecture and business scenarios described in this application are for the purpose of more clearly illustrating the technical solutions of this application, and do not constitute a limitation on the technical solutions provided in this application. As those skilled in the art will know, with the evolution of system architecture and the emergence of new business scenarios, the technical solutions provided in this application are also applicable to similar technical problems.

[0088] Please see Figure 1 , Figure 1 This is a schematic diagram of the architecture of a vehicle provided in an embodiment of this application. Figure 1 As shown, vehicle 10 includes EPS 101, chassis controller 102, and Controller Area Network (CAN) bus 103. EPS 101 includes EPS sensor group 1011, EPS controller 1012, current driver 1013, and power steering motor 1014. EPS sensor group 1011 includes vehicle speed sensor 10111 and TAS sensor 10112.

[0089] Vehicle 10 can be a vehicle powered by electricity, a vehicle powered by gasoline, or a vehicle powered by a new energy hybrid powertrain. For example, when vehicle 10 is powered by electricity, it can be a new energy vehicle, such as a pure electric vehicle, a range-extended electric vehicle, a hybrid electric vehicle, or a fuel cell electric vehicle. When vehicle 10 is powered by gasoline, it can be a car, an agricultural transport vehicle, a tractor, or a trailer. When vehicle 10 is a car, it can be a sedan, an SUV, a truck, a bus, or a van.

[0090] The chassis controller 102 can integrate the braking, steering, driving, and suspension control functions of the vehicle 10, achieving integrated control. Therefore, the EPS sensor group 1011 can acquire signals such as the first acceleration and vehicle speed from the chassis controller 102. Among them, the first acceleration is the acceleration generated by the torque on the drive shaft of the vehicle 10.

[0091] CAN103 is used for information transmission in vehicle 10. For example, sensors on vehicle 10 can send collected vehicle 10 status information to the control unit via CAN103. In this embodiment, vehicle 10 can acquire signals such as vehicle speed signal and first acceleration signal via CAN103.

[0092] EPS101 is a power steering system that relies on a power assist motor 1014 to provide assist torque. The power generated by the power assist motor 1014 assists the vehicle 10 in power steering, thereby reducing the driver's workload and improving driving comfort and safety.

[0093] The EPS sensor group 1011 includes a vehicle speed sensor 10111 and a TAS sensor 10112, mainly used to collect the status information of the vehicle 10. For example, the vehicle speed sensor 10111 is used to collect the vehicle speed of the vehicle 10, and the TAS sensor 10112 is used to collect the steering wheel angle. The EPS sensor group 1011 can send the collected vehicle speed and steering wheel angle to the EPS controller 1012.

[0094] The EPS controller 1012 is used to execute the core algorithms in the vehicle 10, including a signal processing calculation module, a basic power assist module, an axle load transfer compensation module, and a power assist superposition module.

[0095] The signal processing and calculation module is used to process the signals received by the EPS controller 1012, including signal noise reduction and TAS signal processing.

[0096] For example, signal denoising can be performed on the signal received by the EPS controller 1012. For instance, low-pass filtering can be applied to the vehicle speed, the first acceleration, and the motion acceleration calculated by the EPS controller 1012. This yields accurate vehicle speed, the first acceleration, and the motion acceleration. The signal processing and calculation module can then send the processed vehicle speed and motion acceleration to the axle load transfer compensation module.

[0097] For example, TAS signal processing can process the signals acquired by TAS sensor 10112. For instance, the steering wheel angle acquired by TAS sensor 10112 can be processed to obtain the steering wheel torque and steering wheel speed. The signal processing calculation module can also send the steering wheel torque, steering wheel speed, steering wheel angle, and vehicle speed to the basic power steering module.

[0098] The basic power steering module determines the basic power steering parameters of the EPS101 based on the steering wheel torque, steering wheel speed, steering wheel angle, and vehicle speed from the signal processing calculation module, thereby determining the basic torque.

[0099] The axle load transfer compensation module can determine the slope angle of vehicle 10 based on the first acceleration and vehicle speed. Then, it determines the axle load transfer type of vehicle 10 based on the slope angle and motion acceleration, and determines the axle load transfer compensation parameters based on the axle load transfer type.

[0100] The booster superposition module can superimpose the basic booster parameters determined by the basic booster module and the axle load transfer compensation parameters determined by the axle load transfer compensation module to determine the booster torque of EPS101. The booster superposition module sends a corresponding current command to the current driver 1013 based on the obtained booster torque.

[0101] The current driver 1013 sends the corresponding current to the assist motor 104 according to the current command from the assist superposition module.

[0102] The power steering motor 1014 outputs a corresponding power steering torque based on the current from the current driver 1013 to assist the steering of the vehicle 10.

[0103] Please see Figure 2 , Figure 2This is a schematic flowchart of a method for controlling vehicle steering provided in an embodiment of this application. The method is applied to, for example... Figure 1 The vehicle shown. (As shown) Figure 2 As shown, the method includes, but is not limited to, the following steps:

[0104] Step S201: Obtain the vehicle's motion acceleration and first acceleration.

[0105] Among them, the motion acceleration corresponds to the acceleration after the derivative of the vehicle's velocity, and the first acceleration corresponds to the acceleration generated by the torque on the vehicle's drive shaft.

[0106] In one possible implementation, the vehicle can acquire motion acceleration or determine motion acceleration based on vehicle speed. For example, the vehicle can acquire a vehicle speed signal via a vehicle speed sensor, then perform differential calculations on the low-pass filtered vehicle speed to obtain motion acceleration. Finally, the vehicle performs low-pass filtering on the motion acceleration to obtain filtered motion acceleration.

[0107] In one possible implementation, the vehicle can obtain its first acceleration signal from the Controller Area Network (CAN) bus signal via the chassis controller. The first acceleration characterizes the acceleration corresponding to the torque directly output by the motor on the main shaft, and can be directly obtained from the inertial sensor on the main shaft. The inertial sensor (IMU) measures and reports the specific acceleration experienced by the attachment body; it is detected using an accelerometer. Alternatively, the first acceleration can be obtained by acquiring the torque on the main shaft and vehicle parameters. For example, first acquiring the torque and the corresponding resistance (e.g., wind resistance, friction, vehicle transmission efficiency loss, etc.), and then using the ratio of the difference between the torque and the corresponding resistance to the vehicle's own mass as the first acceleration.

[0108] In one possible implementation, the linear acceleration of the drive wheels is acquired via an inertial sensor on the main shaft, and this linear acceleration characterizes the first acceleration. The motion of the drive wheels can be decomposed into no-slip rolling and pure sliding on the road. During no-slip rolling, the vehicle's acceleration corresponds to the linear acceleration of the drive wheels. The linear acceleration and the second acceleration during pure sliding together constitute the vehicle's actual motion acceleration. Generally, no-slip rolling corresponds to the motion generated by torque on the drive shaft, while pure sliding corresponds to the motion generated by external forces such as gravity. Therefore, the linear acceleration of the drive wheels can be acquired via an inertial sensor on the main shaft to characterize the acceleration generated by torque on the vehicle's drive shaft.

[0109] Step S202: Determine the axle load transfer compensation parameters of the vehicle based on the motion acceleration and the first acceleration.

[0110] Specifically, the axle load transfer compensation parameter is a parameter obtained based on the axle load transfer situation and is used to determine the power assist torque applied to the steering system by the EPS. Since the axle load transfer can be caused by a change in the vehicle's center of gravity, which can be caused by the vehicle being on an incline or off-road and / or accelerating / decelerating, the vehicle can determine whether it is on an incline or off-road and / or accelerating / decelerating based on the motion acceleration and the first acceleration. This allows for further determination of the axle load transfer compensation parameter based on the motion acceleration and the first acceleration. For example, when the axle load compensation parameter is greater than 1, the vehicle can increase the base torque applied to the steering system by the EPS to make the steering wheel feel lighter for the user. When the axle load compensation parameter is less than 1, the vehicle can decrease the base torque applied to the steering system by the EPS to make the steering wheel feel heavier for the user. Therefore, when the vehicle's axle load transfers, the steering performance and the user's steering feel can be maintained.

[0111] In one possible implementation, after the vehicle acquires the motion acceleration and the first acceleration, it can first compare the motion acceleration and the first acceleration, and then determine the axle load transfer compensation parameters based on the comparison result.

[0112] In one implementation, if the comparison result between the motion acceleration and the first acceleration falls within a first preset range, the vehicle determines the axle load transfer compensation parameters based on the motion acceleration.

[0113] Specifically, the first preset range includes a first acceleration and a motion acceleration where the difference is less than or equal to a first threshold and greater than or equal to a second threshold, wherein the first threshold is greater than the second threshold. When the difference between the first acceleration and the motion acceleration falls within the first preset range, the cause of axle load transfer may be that the vehicle is in a state of acceleration or deceleration. Therefore, when the vehicle is in a state of acceleration or deceleration, the axle load transfer compensation parameters can be determined based on the motion acceleration.

[0114] For example, the first threshold in the first preset range can be g·sin5°, and the second threshold can be g·sin-5°, where g is the gravitational acceleration and sin is a sine function.

[0115] In one possible implementation, if the comparison result between the motion acceleration and the first acceleration falls within a second preset range, the vehicle determines the axle load transfer compensation parameters based on the motion acceleration and the first acceleration.

[0116] Specifically, the second preset range includes a first acceleration and a motion acceleration where the difference is greater than a first threshold and less than a second threshold, wherein the first threshold is greater than the second threshold. When the difference between the first acceleration and the motion acceleration falls within the second preset range, the cause of axle load transfer may be that the vehicle is in an uphill or downhill position. Therefore, when the vehicle is in an uphill or downhill position, the axle load transfer compensation parameters can be determined based on the motion acceleration and the first acceleration.

[0117] In one implementation, when the acceleration is 0 and the comparison result between the acceleration and the first acceleration falls within a second preset range, the vehicle is in an uphill / downhill state and traveling at a constant speed. The vehicle can determine the slope angle of its lane based on the acceleration and the first acceleration, and then determine the axle load transfer compensation parameters based on the slope angle of its lane.

[0118] In one possible implementation, if the comparison result between the motion acceleration and the first acceleration falls within a second preset range, the vehicle determines a first axle load transfer compensation parameter based on the motion acceleration, and determines a second axle load transfer compensation parameter based on the motion acceleration and the first acceleration. Then, the axle load transfer compensation parameter is determined based on the first axle load transfer compensation parameter and the second axle load transfer compensation parameter.

[0119] Specifically, the second preset range can be the difference between the first acceleration and the kinetic acceleration being greater than a first threshold and less than a second threshold, where the first threshold is greater than the second threshold. When the difference between the first acceleration and the kinetic acceleration falls within the second preset range, the reason for the axle load transfer may be that the vehicle is accelerating or decelerating and is moving uphill or downhill. Therefore, when the vehicle is accelerating or decelerating and is moving uphill or downhill, the axle load transfer compensation parameters can be determined based on the kinetic acceleration and the first acceleration.

[0120] In one possible implementation, when the acceleration is not zero and the comparison result between the acceleration and the first acceleration falls within a second preset range, the vehicle is in both uphill and downhill driving and is undergoing acceleration and deceleration. Therefore, the vehicle can determine the first axle load transfer compensation parameter based on the acceleration, determine the slope angle of its lane based on the acceleration and the first acceleration, and then determine the second axle load transfer compensation parameter based on the slope angle of its lane. Finally, the vehicle determines the axle load transfer compensation parameter based on the first and second axle load transfer compensation parameters. It should be noted that the description of "slope angle" can be found below. Figure 5 or Figure 6 Related descriptions.

[0121] In one implementation, the vehicle can determine the axle load transfer compensation parameters by multiplying the first axle load transfer compensation parameter and the second axle load transfer compensation parameter. The formula is as follows:

[0122] k = k θ ·k a

[0123] Where k is the axle load transfer compensation parameter, k θ k is the second axle load transfer compensation parameter. a These are the parameters for the first axle load transfer compensation.

[0124] For example, if the axle load transfer type of the vehicle is the axle load transfer type under acceleration and slope angle, then the first axle load transfer compensation parameter k a With the second axle load transfer compensation parameter k θ None of them are 1. By multiplying the first axle load transfer compensation parameter and the second axle load transfer compensation parameter, the vehicle can simultaneously take into account the influence of motion acceleration and the first acceleration on the vehicle's axle load, making the obtained axle load transfer compensation parameter more consistent with the vehicle's operating conditions.

[0125] In one possible implementation, when the slope angle of the lane where the vehicle is located is within a first angle range, the vehicle determines the axle load transfer compensation parameters based on its motion acceleration.

[0126] Specifically, when the slope angle of the lane where the vehicle is located falls within the first angle range, the vehicle's slope angle is within the slope dead zone. The second axle load transfer compensation parameter k... θ Even if the second axle load transfer compensation parameter k is 1, θ With the first axle load transfer compensation parameter k a Multiplication, second axle load transfer compensation parameter k θ It will also not affect the axle load transfer compensation parameters. At this time, the first axle load transfer compensation parameter k a It plays a dominant role in axle load transfer compensation parameters. Therefore, the axle load transfer compensation parameters of the vehicle can be determined based on the vehicle's acceleration.

[0127] In one possible implementation, when the vehicle's acceleration is 0, the first axle load transfer compensation parameter k a Even if the first axle load transfer compensation parameter k is 1, a With the second axle load transfer compensation parameter k θ Multiply by the first axle load transfer compensation parameter k a It will also not affect the axle load transfer compensation parameters. At this time, the second axle load transfer compensation parameter k... θ It plays a dominant role in axle load transfer compensation parameters. Therefore, when the vehicle's acceleration is 0, the axle load transfer compensation parameters can be determined based on the vehicle's acceleration and the first acceleration or the slope angle of the lane in which the vehicle is located.

[0128] Step S203: Determine the assist torque based on the axle load transfer compensation parameters.

[0129] Specifically, the vehicle can determine the EPS assist torque based on the axle load transfer compensation parameters obtained in step S202 above. The assist torque is used to assist vehicle steering.

[0130] In one possible implementation, the vehicle compensates for the base torque determined by the EPS based on axle load transfer compensation parameters, thereby determining the assist torque.

[0131] Please see Figure 3 , Figure 3 This is a schematic flowchart illustrating how to determine shaft load transfer compensation parameters based on motion acceleration, as provided in an embodiment of this application. Figure 3 As shown, the specific steps for determining the axle load transfer compensation parameters of the vehicle based on its motion acceleration are as follows:

[0132] S301, Determine if it is an axle load transfer type under acceleration. The vehicle can determine whether the axle load transfer type is an axle load transfer type under motion acceleration based on the motion acceleration.

[0133] Specifically, if the acceleration is 0, the axle load transfer type is determined to be different from the type under acceleration. If the acceleration is not 0, the axle load transfer type is determined to be the type under acceleration. Furthermore, if the acceleration is greater than 0, the axle load transfer type is determined to be an acceleration axle load transfer type. If the acceleration is less than 0, the axle load transfer type is determined to be a braking axle load transfer type.

[0134] S302, determine the axle load transfer compensation parameters under motion acceleration. Specifically, the vehicle can determine its axle load transfer compensation parameters based on motion acceleration. For example, the vehicle can preliminarily determine the axle load transfer compensation parameters under motion acceleration based on the result obtained in S301 regarding whether it is an axle load transfer type under motion acceleration.

[0135] For example, when the axle load transfer type is the axle load transfer type under non-motion acceleration, the axle load transfer compensation parameter k under motion acceleration... a The value is 1.

[0136] For example, when the axle load transfer type is the axle load transfer type under motion acceleration, the axle load transfer compensation parameter under motion acceleration can be further determined based on the value of motion acceleration.

[0137] Please see Figure 4 , Figure 4 This is a schematic diagram of shaft load transfer compensation parameters under motion acceleration provided in an embodiment of this application. Figure 4As shown, the horizontal axis represents the vehicle's acceleration, with units of m / s². 2 The vertical axis represents the shaft load transfer compensation parameter k under motion acceleration. a The correspondence between motion acceleration and the axle load transfer compensation parameter under motion acceleration was determined through actual vehicle calibration. It can be seen that when the motion acceleration is 0, the axle load transfer compensation parameter under motion acceleration is 1. When the motion acceleration is greater than 0, the axle load transfer compensation parameter under motion acceleration is less than 1. When the motion acceleration is less than 0, the axle load transfer compensation parameter under motion acceleration is greater than 1.

[0138] For example Figure 4 Regarding the changes in the curve, the larger the absolute value of the acceleration, the larger the difference between the axle load transfer compensation parameter under the acceleration and 1. Conversely, the smaller the absolute value of the acceleration, the smaller the difference between the axle load transfer compensation parameter under the acceleration and 1. This is because when the vehicle's acceleration is small, the axle load transfer is not significant, and the compensation for the base torque is also smaller. Therefore, the axle load transfer compensation parameter under the acceleration is close to 1. The vehicle can be queried based on the acceleration. Figure 4 Determine the shaft load transfer compensation parameter k under the corresponding motion acceleration. a .

[0139] Depend on Figure 4 It is known that when the vehicle's acceleration is greater than 0, the axle load transfer compensation parameter under acceleration is less than 1. This is because when a vehicle is accelerating, the front of the vehicle experiences a "nose-up" phenomenon, causing the front axle load to decrease and transfer rearward. This results in a lighter steering wheel feel and poorer road feel for the driver. Therefore, the vehicle can improve steering wheel feel by reducing the axle load transfer compensation parameter, for example, by making the axle load transfer compensation parameter under acceleration less than 1. This reduces the power assist torque output by the EPS to less than the original base torque.

[0140] Please see Figure 5 , Figure 5 This is a schematic diagram illustrating a process for determining a slope angle, provided in an embodiment of this application. Figure 5 As shown, the steps for determining the vehicle's slope angle based on the first acceleration and the kinetic acceleration are as follows:

[0141] S501, Obtain vehicle speed. For example, the vehicle obtains the vehicle speed signal through a vehicle speed sensor.

[0142] S502, determine if the vehicle speed is valid. For example, the vehicle determines whether the obtained vehicle speed is valid. If invalid, it returns to S501; if valid, it proceeds to S503.

[0143] S503, Calculate the acceleration due to motion. For example, the vehicle can first perform a differential calculation on the vehicle speed v after low-pass filtering to obtain the acceleration due to motion. Then, regarding the acceleration of motion Low-pass filtering is performed to obtain the filtered motion acceleration. For example, regarding acceleration. The cutoff frequency for low-pass filtering can be 30Hz.

[0144] S504, Obtain the first acceleration. For example, the vehicle can obtain the first acceleration signal Imu_Ax from the CAN signal via the chassis controller. Then, the vehicle performs a low-pass filter on the first acceleration Imu_Ax to obtain a filtered first acceleration Imu_Ax_f. For example, the cutoff frequency for low-pass filtering the first acceleration Imu_Ax can be 0.2Hz.

[0145] S505 determines the vehicle's slope angle. The vehicle's slope angle can be understood as the angle between the road surface the vehicle is traveling on and the horizontal plane.

[0146] Please see Figure 6 , Figure 6 This is a schematic diagram of a slope angle provided in an embodiment of this application. For example... Figure 6 As shown, the slope angle of the lane where the vehicle is located is θ, the vehicle's weight is mg, and the supporting force F of the road surface on the vehicle is... N The torque directly output to the main shaft by the drive components, along with the vehicle's inertial force, helps the vehicle achieve equilibrium on the lane. Based on the longitudinal components of these forces, the following relationship can be derived:

[0147]

[0148] Where mgsinθ is the component of the vehicle's gravity along the longitudinal direction, and Imu_Ax_f is the acceleration corresponding to the torque directly output by the motor onto the main shaft. Let be the inertial force of the vehicle. Therefore, based on the above expression, the expression for the slope angle can be obtained as follows:

[0149]

[0150] Where θ is the vehicle's slope angle, and Imu_Ax_f is the first acceleration after low-pass filtering. denoted as , where is the acceleration due to motion after low-pass filtering, g is the acceleration due to gravity, and arcsin is the arcsine function.

[0151] Under flat road conditions, i.e., when θ = 0, the drive component outputs torque to the main shaft, which drives the drive wheel to rotate. Since there is no gravity, the initial acceleration Imu_Ax generated by the torque on the main shaft generally corresponds to the vehicle's actual acceleration.

[0152] When θ is not zero, i.e., the vehicle is in an uphill or downhill condition, the component of gravity on the slope will also affect the vehicle's actual acceleration. That is, the vehicle's actual acceleration depends on the first acceleration corresponding to the torque on the main shaft and the component of gravitational acceleration on the slope, and the component of gravitational acceleration on the slope depends on the angle of the slope. In other words, based on the first acceleration Imu_Ax_f corresponding to the torque on the main shaft and the vehicle's acceleration derived from the differential of its speed... The inconsistency can be used to deduce the slope θ of the corresponding road section.

[0153] Furthermore, in S503 and S504, low-pass filtering is applied to vehicle speed, motion acceleration, and initial acceleration to remove noise and unnecessary high-frequency components. For example, conditions such as bumps and collisions involve forces acting over a short period, corresponding to high-frequency components. This could cause significant changes in the difference between the initial acceleration and motion acceleration within a short time, but this does not correspond to changes in the road's slope. Therefore, to avoid the influence of conditions such as bumps and collisions, it is necessary to remove unnecessary high-frequency components. This makes the filtered signal smoother and more stable, ensuring the accuracy of vehicle motion acceleration and slope angle.

[0154] Please see Figure 7 , Figure 7 This is a schematic diagram illustrating how to determine shaft load transfer compensation parameters based on motion acceleration and a first acceleration, as provided in an embodiment of this application. Figure 7 As shown, the specific steps for determining the axle load transfer compensation parameters of the vehicle based on the vehicle's motion acceleration and the first acceleration are as follows:

[0155] S701, determine whether it is an axle load transfer type under a slope angle. The vehicle can determine whether the axle load transfer type is an axle load transfer type under a slope angle based on the slope angle obtained in S505 above.

[0156] Specifically, the vehicle can compare the slope angle with a first angular range to determine whether it is a type of axle load transfer at the slope angle. In one implementation, the first angular range can be the slope dead zone, because the dead zone, sometimes also called the neutral zone or inactive zone, can be understood as the range of input signals in the transfer function of a control system where the output is zero. Therefore, the slope dead zone refers to the range of slope angles that can be considered as a plane.

[0157] For example, the slope dead zone can be |θ0| = 5°. That is, if the slope angle is between -5° and 5°, the vehicle can treat the road surface as a plane. Therefore, if the vehicle's slope angle is within the slope dead zone, the vehicle can determine that the axle load transfer type is not the axle load transfer type under the slope angle. If the vehicle's slope angle is not within the slope dead zone, the vehicle can be in an uphill or downhill state, and in this case, the vehicle can determine that the axle load transfer type is the axle load transfer type under the slope angle.

[0158] Furthermore, the axle load transfer type of a vehicle can be determined using the following formula:

[0159]

[0160] Where θ is the vehicle's slope angle, -θ0 is the minimum value of the slope dead zone, and θ0 is the maximum value of the slope dead zone. When θ > θ0, the slope angle of the lane where the vehicle is located falls within the second angle range, and the axle load transfer type can be determined to be uphill axle load transfer. Therefore, the second angle range can be used to indicate that the vehicle is in an uphill state. When θ < -θ0, the slope angle of the lane where the vehicle is located falls within the third angle range, and the axle load transfer type can be determined to be downhill axle load transfer. Therefore, the third angle range can be used to indicate that the vehicle is in a downhill state. When -θ0 ≤ θ ≤ θ0, that is, when the slope angle falls within the first angle range, the axle load transfer type can be determined to be not a slope axle load transfer type.

[0161] S702, determine the axle load transfer compensation parameters under the slope angle. The vehicle can preliminarily determine the axle load transfer compensation parameters under the slope angle based on whether the axle load transfer result obtained in S701 above is under the slope angle.

[0162] In one implementation, the first preset range can also be a first angle range. When the slope angle of the lane where the vehicle is located falls within the first angle range, the axle load transfer compensation parameter k under the slope angle... θ The value is 1, and the axle load transfer compensation parameters are determined based on the vehicle's acceleration.

[0163] In one implementation, the second preset range can also be a second angle range and a third angle range. When the acceleration is 0 and the slope angle falls within the second or third angle range, the vehicle determines the axle load transfer compensation parameters based on the acceleration and the first acceleration. When the acceleration is not 0 and the slope angle falls within the second or third angle range, the vehicle determines the first axle load transfer compensation parameter based on the acceleration, determines the second axle load transfer compensation parameter based on the acceleration and the first acceleration, and then determines the axle load based on the first and second axle load transfer compensation parameters.

[0164] Please see Figure 8 , Figure 8 This is a schematic diagram of axle load transfer compensation parameters under a slope angle provided in an embodiment of this application. For example... Figure 8 As shown, the horizontal axis represents the vehicle's slope angle, and the vertical axis represents the axle load transfer compensation parameter k under the slope angle. θ The correspondence between the slope angle and the axle load transfer compensation parameter at that slope angle was determined through actual vehicle calibration. It can be seen that when the slope angle falls within the first angle range, the axle load transfer compensation parameter at that slope angle is 1. When the slope falls within the second angle range, the vehicle is on an uphill slope, and the axle load transfer compensation parameter at that slope angle is less than 1. When the slope falls within the third angle range, the vehicle is on a downhill slope, and the axle load transfer compensation parameter at that slope angle is greater than 1.

[0165] It should be noted that when the slope falls within the second angle range, the axle load transfer compensation parameter at the slope angle is less than 1. This is because when a vehicle is going uphill, the front axle tilts upwards, and the rear axle compresses, resulting in a decrease in the front axle load, which is then transferred rearwards. During this time, the driver's road feel when turning the steering wheel gradually decreases over a period of time. The vehicle can reduce the axle load transfer compensation parameter, for example, by making the axle load transfer compensation parameter at the slope angle less than 1, to reduce the power assist torque output by the EPS to less than the original base torque, thereby increasing the driver's feel when turning the steering wheel.

[0166] For example Figure 8 The axle load transfer compensation parameters under different slope angles change relatively evenly as the absolute value of the slope angle decreases. This is because each change in slope angle affects the vehicle's axle load, and the vehicle should have more stable steering performance and provide a more stable handling feel under slope conditions. Therefore... Figure 8 The curve changes relatively evenly. Vehicles can navigate based on the slope angle. Figure 8 Determine the axle load transfer compensation parameter k at the slope angle corresponding to the slope angle. θ .

[0167] Please see Figure 9 , Figure 9 This is a schematic diagram illustrating a process for determining the assist torque provided in an embodiment of this application. Figure 9 As shown, the steps for determining the assist torque by compensating the base torque determined by the EPS based on the axle load transfer compensation parameters are as follows:

[0168] S901, Determine the basic assist parameters. The basic assist parameters corresponding to the basic torque can be determined first for the vehicle.

[0169] Specifically, the vehicle can obtain steering wheel torque, steering wheel angle, and steering wheel speed through a TAS sensor, and vehicle speed through a vehicle speed sensor. Then, the vehicle can determine the basic assist parameters corresponding to the basic torque based on the steering wheel torque, steering wheel angle, steering wheel speed, and vehicle speed.

[0170] S902, Determine the assist torque. The vehicle can determine the EPS assist torque based on the axle load transfer compensation parameters obtained in step S202 and the basic assist parameters obtained in S901.

[0171] Specifically, the vehicle can first multiply the axle load transfer compensation parameters and the basic assist parameters to determine the assist parameters corresponding to the assist torque. Then, the vehicle determines the EPS assist torque based on the assist parameters corresponding to the assist torque.

[0172] S903 assists in vehicle steering based on the assist torque.

[0173] Based on the received assist torque, the vehicle can respond with corresponding torque through the power steering motor in the EPS, thereby driving the mechanical steering system to assist in vehicle steering. This allows the vehicle to achieve optimal and consistent steering performance under different axle load transfer conditions, improving overall vehicle handling and driving experience.

[0174] In one possible implementation, when the slope angle of the lane where the vehicle is located is within a first angle range and the vehicle's acceleration is greater than 0, the assist torque is less than the base torque.

[0175] Specifically, when the slope angle of the lane where the vehicle is located is within the first angle range and the vehicle's acceleration is greater than 0 (i.e., the vehicle is accelerating), the front of the vehicle will experience a "nose-up" phenomenon, causing a reduction in the front axle load and a rearward transfer of the load. This results in a lighter steering wheel feel and a decreased road feel for the driver. The vehicle can be improved by reducing the axle load transfer compensation parameter, for example, making it less than 1. This reduces the power assist torque output by the EPS to less than the original base torque, thereby increasing the steering wheel feel for the driver and improving safety at high speeds.

[0176] In one possible implementation, when the slope angle of the lane where the vehicle is located is within a first angle range and the vehicle's acceleration is less than 0, the assist torque is greater than the base torque.

[0177] Specifically, when the slope angle of the lane where the vehicle is located is within the first angle range and the vehicle's acceleration is less than 0 (i.e., the vehicle is decelerating), the front of the vehicle will experience a "pitch-down" phenomenon, resulting in axle load transfer and accumulation on the front axle, thus increasing the axle load. This causes the steering wheel to feel heavier for the driver. The vehicle can be improved by increasing the axle load transfer compensation parameter, for example, making it greater than 1. This increases the power assist torque output by the EPS (Electric Power Steering) to be greater than the original base torque, thereby reducing the steering wheel feel and improving driver comfort.

[0178] In one possible implementation, when the slope angle of the lane where the vehicle is located is within the second angle range and the vehicle's acceleration is 0, the assist torque is less than the base torque.

[0179] Specifically, when the slope angle of the lane where the vehicle is located falls within the second angle range and the vehicle's acceleration is zero (i.e., when the vehicle is going uphill), the front axle tilts upwards and the rear axle compresses, resulting in a decrease in the front axle load, which is then transferred rearwards. Under these conditions, the driver's steering wheel feel will gradually decrease over a period of time. The vehicle can improve its steering feel by reducing the axle load transfer compensation parameter, for example, making it less than 1. This reduces the power assist torque output by the EPS to less than the original base torque, thereby increasing the driver's steering wheel feel and improving vehicle safety.

[0180] In one possible implementation, when the slope angle of the lane where the vehicle is located is within the third angle range and the vehicle's acceleration is 0, the assist torque is greater than the base torque.

[0181] Specifically, when the slope angle of the lane in which the vehicle is located falls within the third angle range and the vehicle's acceleration is zero (i.e., when the vehicle is going downhill), the front axle compresses downwards, increasing the front axle load. This results in a heavier steering feel for the driver. The vehicle can reduce the steering feel by increasing the axle load transfer compensation parameter, for example, making it greater than 1. This increases the power assist torque output by the EPS (Electric Power Steering) to be greater than the original base torque, thereby improving obstacle avoidance agility and driver steering comfort when going downhill.

[0182] The methods of the embodiments of this application have been described in detail above. The apparatus of the embodiments of this application is provided below.

[0183] Please see Figure 10 , Figure 10 This is a schematic diagram of the structure of a computing device provided in an embodiment of this application. Figure 10As shown, the computing device 100 may include one or more processors 1001, one or more memories 1002, and one or more communication interfaces 1003. These components may be connected via a bus 1004 or other means. Figure 10 Taking a connection via bus 1004 as an example: Where:

[0184] The communication interface 1003 can be used by the computing device 100 to communicate with other communication devices, such as other computing devices. Specifically, the communication interface 1003 can be a wired interface.

[0185] The memory 1002 can be coupled to the processor 1001 via a bus 1004 or an input / output port, or the memory 1002 can be integrated with the processor 1001. The memory 1002 is used to store various software programs and / or multiple sets of instructions or data. Specifically, the memory 1002 can be a read-only memory (ROM) or other types of static storage devices that can store static information and instructions, random access memory (RAM) or other types of dynamic storage devices that can store information and instructions, or it can be an electrically erasable programmable read-only memory (EEPROM), a compact disc read-only memory (CD-ROM) or other optical disc storage, optical disc storage (including compressed optical discs, laser discs, optical discs, digital universal optical discs, Blu-ray discs, etc.), magnetic disk storage media or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer, but is not limited thereto. Memory 1002 may include high-speed random access memory and may also include non-volatile memory, such as one or more disk storage devices, flash memory devices, or other non-volatile solid-state storage devices. Memory 1002 may store an operating system (hereinafter referred to as the system), such as uCOS, VxWorks, RTLinux, or other embedded operating systems. Memory 1002 may also store network communication programs that can be used to communicate with one or more additional devices, one or more user devices, or one or more terminals. Memory 1002 may exist independently and be connected to processor 1001 via bus 1004. Memory 1002 may also be integrated with processor 1001.

[0186] The memory 1002 stores the application code for executing the above scheme, and its execution is controlled by the processor 1001. The processor 1001 executes the application code stored in the memory 1002.

[0187] Processor 1001 may be a central processing unit, a general-purpose processor, a digital signal processor, an application-specific integrated circuit, a field-programmable gate array, or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It may implement or execute the various exemplary logic blocks, modules, and circuits described in connection with this disclosure. Processor 1001 may also be a combination that implements a specific function, such as a combination of one or more microprocessors, a combination of a digital signal processor and a microprocessor, etc.

[0188] In this embodiment, the processor 1001 can be used to read and execute computer-readable instructions. Specifically, the processor 1001 can be used to call a program stored in the memory 1002 to perform the following operations:

[0189] The vehicle's motion acceleration and first acceleration are obtained. The motion acceleration corresponds to the acceleration after the derivative of the vehicle's velocity, and the first acceleration corresponds to the acceleration generated by the torque on the vehicle's drive shaft.

[0190] Based on the motion acceleration and the first acceleration, the axle load transfer compensation parameters of the vehicle are determined. The axle load transfer compensation parameters are used to indicate the changes in axle load distribution between the front and rear axles of the vehicle.

[0191] The assist torque is determined based on the axle load transfer compensation parameters, whereby the assist torque is used to assist vehicle steering.

[0192] In one possible implementation, the processor 1001 is specifically used for:

[0193] If the comparison result between the motion acceleration and the first acceleration falls within the first preset range, the axle load transfer compensation parameters of the vehicle are determined based on the motion acceleration.

[0194] In one possible implementation, the processor 1001 is specifically used for:

[0195] If the comparison result between the motion acceleration and the first acceleration falls within the second preset range, the axle load transfer compensation parameters of the vehicle are determined based on the motion acceleration and the first acceleration.

[0196] In one possible implementation, the processor 1001 is specifically used for:

[0197] If the comparison result between the motion acceleration and the first acceleration falls within the second preset range, the first axle load transfer compensation parameter is determined based on the motion acceleration, the second axle load transfer compensation parameter is determined based on the motion acceleration and the first acceleration, and the axle load transfer compensation parameter of the vehicle is determined based on the first axle load transfer compensation parameter and the second axle load transfer compensation parameter.

[0198] In one possible implementation, the processor 1001 is specifically used for:

[0199] The slope angle of the lane where the vehicle is located is determined based on the acceleration of motion and the first acceleration;

[0200] The second axle load transfer compensation parameters are determined based on the slope angle of the lane in which the vehicle is located.

[0201] In one possible implementation, the processor 1001 is specifically used for:

[0202] The axle load transfer compensation parameters of the vehicle are determined by multiplying the first axle load transfer compensation parameter and the second axle load transfer compensation parameter.

[0203] In one possible implementation, the motion acceleration is the acceleration after low-pass filtering, and the first acceleration is the acceleration after low-pass filtering.

[0204] In one possible implementation, the first acceleration is the linear acceleration of the vehicle's drive wheels.

[0205] In one possible implementation, the processor 1001 is specifically used for:

[0206] The basic torque of the electric power steering system is compensated by multiplying the axle load transfer compensation parameters and the basic assist parameters to determine the assist torque. The basic assist parameters are determined by the electric power steering system and are used to determine the basic torque of the electric power steering system.

[0207] It should be noted that, in the embodiments of this application, the specific implementation and technical effects of each unit can also be referred to accordingly. Figure 2 The corresponding description of the method embodiments shown.

[0208] This application also provides a computer-readable storage medium storing instructions that, when executed on at least one processor, implement the aforementioned method for controlling vehicle steering, for example... Figure 2 The method.

[0209] This application also provides a computer program product comprising computer instructions that, when executed by a computing device, implement the aforementioned method for controlling vehicle steering, for example... Figure 2 The method.

[0210] In this application, the terms "for example" or "for instance" are used to indicate that something is being described as an example, illustration, or illustration. Any embodiment or design described as "for example" or "for instance" in this application should not be construed as being more preferred or advantageous than other embodiments or designs. Rather, the use of terms such as "for example" or "for instance" is intended to present the relevant concepts in a specific manner.

[0211] In this application, "at least one" in the embodiments refers to one or more items, and "more than one" refers to two or more items. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or multiple items. For example, at least one of a, b, or c can represent: a, b, c, (a and b), (a and c), (b and c), or (a and b and c), where a, b, and c can be single or multiple. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, and B alone, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship.

[0212] Furthermore, unless otherwise stated, the use of ordinal numbers such as "first" and "second" in the embodiments of this application is for distinguishing multiple objects and is not for limiting the order, sequence, priority, or importance of multiple objects. For example, "first device" and "second device" are only for ease of description and do not indicate that the first device and the second device are different in structure, importance, etc. In some embodiments, the first device and the second device may also be the same device.

[0213] In the above embodiments, the term "when..." can be interpreted, depending on the context, as meaning "if...", "after...", "in response to determining...", or "in response to detecting...". The above are merely optional embodiments of this application and are not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the concept and principles of this application should be included within the protection scope of this application.

[0214] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0215] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling vehicle steering, characterized in that, The method includes: The vehicle's motion acceleration and first acceleration are obtained, wherein the motion acceleration corresponds to the acceleration after the derivative of the vehicle's velocity, and the first acceleration corresponds to the acceleration generated by the torque on the vehicle's drive shaft; Based on the motion acceleration and the first acceleration, the axle load transfer compensation parameters of the vehicle are determined, and the axle load transfer compensation parameters are used to indicate the changes in axle load distribution between the front and rear axles of the vehicle. The assist torque is determined based on the axle load transfer compensation parameters, wherein the assist torque is used to assist the vehicle steering; The step of determining the axle load transfer compensation parameters of the vehicle based on the motion acceleration and the first acceleration includes: If the comparison result between the motion acceleration and the first acceleration falls within a second preset range, a first axle load transfer compensation parameter is determined based on the motion acceleration, and a second axle load transfer compensation parameter is determined based on the motion acceleration and the first acceleration. The axle load transfer compensation parameters of the vehicle are determined by multiplying the first axle load transfer compensation parameter and the second axle load transfer compensation parameter.

2. The method according to claim 1, characterized in that, The step of determining the axle load transfer compensation parameters of the vehicle based on the motion acceleration and the first acceleration includes: If the comparison result between the motion acceleration and the first acceleration falls within a first preset range, the axle load transfer compensation parameters of the vehicle are determined based on the motion acceleration.

3. The method according to claim 1, characterized in that, The step of determining the axle load transfer compensation parameters of the vehicle based on the motion acceleration and the first acceleration includes: If the comparison result between the motion acceleration and the first acceleration falls within a second preset range, the axle load transfer compensation parameters of the vehicle are determined based on the motion acceleration and the first acceleration.

4. The method according to claim 1, characterized in that, The step of determining the second shaft load transfer compensation parameter based on the motion acceleration and the first acceleration includes: The slope angle of the lane where the vehicle is located is determined based on the motion acceleration and the first acceleration; The second axle load transfer compensation parameter is determined based on the slope angle of the lane in which the vehicle is located.

5. The method according to any one of claims 1-4, characterized in that, The acceleration is the acceleration after low-pass filtering, and the first acceleration is the acceleration after low-pass filtering.

6. The method according to any one of claims 1-4, characterized in that, The first acceleration is the linear acceleration of the drive wheels of the vehicle.

7. The method according to any one of claims 1-4, characterized in that, The step of determining the assist torque based on the axle load transfer compensation parameters includes: The assist torque is determined by multiplying the axle load transfer compensation parameter and the basic assist parameter, wherein the basic assist parameter is determined by the electric power steering system and is used to determine the basic torque of the electric power steering system.

8. A vehicle, characterized in that, The system includes a processor and a memory, the processor being coupled to the memory for storing a computer program, and the processor being used to invoke and run the computer program, causing the vehicle to perform the method as described in any one of claims 1-7.

9. A computing device, characterized in that, The device includes a processor and a memory, the processor being coupled to the memory for storing a computer program, and the processor being used to invoke and run the computer program, causing the computing device to perform the method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, the computer program including instructions for performing the method as described in any one of claims 1-7.

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