Active return control method of vehicle, storage medium, controller and vehicle

Abstract

The disclosure provides a vehicle active return control method, a storage medium, a controller and a vehicle. The method comprises the following steps: acquiring a steering wheel hand force, a steering wheel rotation angle and a vehicle speed of the vehicle in real time; obtaining a feedforward return torque according to the steering wheel hand force, the steering wheel rotation angle and the vehicle speed, and obtaining a feedback return torque according to the steering wheel rotation angle and the vehicle speed; superimposing the feedforward return torque and the feedback return torque to obtain a total active return torque; and performing active return assist control on the steering wheel according to the total active return torque. The disclosure adopts a combined control method combining feedforward control and feedback control, and considers the rapidity and smoothness of the steering wheel return. The feedforward control provides basic return assist, ensures that the steering wheel can quickly and accurately return to the middle position, and the feedback control controls the angular acceleration of the steering wheel return in real time, and ensures the smoothness of the return.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and more particularly to an active self-centering control method for a vehicle, a storage medium, a controller, and a vehicle. Background Technology

[0002] Currently, most electric power steering systems take into account the need for active return-to-center, compensating for the active return-to-center torque when the vehicle is traveling at low speeds and offsetting part of the return-to-center torque when traveling at high speeds. However, this electric power steering system aims to precisely return the steering wheel to the center position, neglecting the rate of change in the steering wheel's return-to-center speed, which can easily cause problems with the smoothness of the return-to-center process. Summary of the Invention

[0003] This disclosure aims to at least partially address one of the technical problems in the related art. Therefore, the purpose of this disclosure is to propose an active self-centering control method for a vehicle, a storage medium, a controller, and a vehicle. The active self-centering control method employs a combined control approach that integrates feedforward control and feedback control, balancing the speed and smoothness of steering wheel self-centering. Feedforward control provides basic self-centering assistance to ensure the steering wheel can quickly and accurately return to the center position, while feedback control controls the angular acceleration of the steering wheel in real time to ensure smooth self-centering.

[0004] To achieve the above objectives, a first aspect of this disclosure provides a method for active self-centering control of a vehicle. The method includes: acquiring the steering wheel force, steering wheel angle, and vehicle speed in real time; obtaining a feedforward self-centering torque based on the steering wheel force, steering wheel angle, and vehicle speed, and obtaining a feedback self-centering torque based on the steering wheel angle and vehicle speed; superimposing the feedforward self-centering torque and the feedback self-centering torque to obtain a total active self-centering torque; and performing active self-centering assist control on the steering wheel based on the total active self-centering torque.

[0005] In addition, the active self-centering control method for vehicles proposed in the above embodiments of this disclosure may also have the following additional technical features:

[0006] According to one embodiment of this disclosure, obtaining the feedforward return torque based on the steering wheel force, the steering wheel angle, and the vehicle speed includes: obtaining a force gain coefficient based on the steering wheel force, and obtaining an initial feedforward return torque based on the vehicle speed and the steering wheel angle; obtaining the steering wheel speed based on the steering wheel angle, and obtaining a speed gain coefficient based on the steering wheel speed; and obtaining the feedforward return torque based on the initial feedforward return torque, the force gain coefficient, and the speed gain coefficient.

[0007] According to one embodiment of this disclosure, the feedforward homing torque is the product of the initial feedforward homing torque and the hand force gain coefficient and the speed gain coefficient.

[0008] According to one embodiment of this disclosure, obtaining the feedback return torque based on the steering wheel angle and the vehicle speed includes: obtaining the actual angular acceleration of the steering wheel based on the steering wheel angle, and obtaining the ideal steering wheel angle based on the vehicle speed.

[0009] Acceleration; calculate the difference between the actual angular acceleration of the steering wheel and the ideal angular acceleration of the steering wheel, and obtain the feedback return torque based on the difference.

[0010] According to one embodiment of this disclosure, obtaining the feedback return torque based on the difference includes: performing proportional-integral (PI) control on the difference to obtain the feedback return torque.

[0011] According to one embodiment of this disclosure, obtaining the ideal angular acceleration of the steering wheel based on the vehicle speed includes: based on

[0012] The preset vehicle speed range corresponds to the ideal angular acceleration of the steering wheel, and the ideal angular acceleration of the steering wheel is obtained based on the vehicle speed range in which the vehicle speed is located.

[0013] According to one embodiment of this disclosure, the ideal angular acceleration of the steering wheel is negatively correlated with the vehicle speed.

[0014] According to one embodiment of this disclosure, the active return-to-center assist control of the steering wheel based on the total active return-to-center torque includes: obtaining a target current signal based on the total active return-to-center torque, and transmitting the target current signal to the actuator of the steering wheel, so as to provide active return-to-center assistance to the steering wheel through the actuator.

[0015] The active self-centering control method for vehicles disclosed in these 5 embodiments calculates based on steering wheel force, steering wheel angle, and vehicle speed.

[0016] By obtaining the feedforward return torque and the feedback return torque based on the steering wheel angle and vehicle speed, the combination of feedforward and feedback control can balance the speed and smoothness of steering wheel return. Feedforward control provides basic return assist to ensure that the steering wheel can return to the center position quickly and accurately, while feedback control controls the angular acceleration of steering wheel return in real time to ensure smooth return.

[0017] To achieve the above objectives, a second aspect of this disclosure provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the active vehicle return-to-center control method described above.

[0018] To achieve the above objectives, a third aspect of this disclosure provides a controller including a memory, a processor, and a computer program stored in the memory. When the computer program is executed by the processor, it implements the active vehicle return-to-center control method described above.

[0019] To achieve the above objectives, a fourth aspect of this disclosure provides a vehicle including the controller described above.

[0020] The five additional aspects and advantages of this publication will be set forth in part in the description which follows, and in part will become apparent from the description.

[0021] It is evident, or learned through the practice of this disclosure. Attached Figure Description

[0022] Figure 1 This is a flowchart of a vehicle active self-centering control method according to an embodiment of the present disclosure;

[0023] Figure 2 This is a schematic diagram of an active return-to-center control module according to one embodiment of the present disclosure;

[0024] Figure 3 This is a flowchart illustrating the process of obtaining the feedforward homing torque according to an embodiment of this disclosure;

[0025] Figure 4 This is a flowchart illustrating the process of obtaining the initial feedforward homing torque according to an embodiment of this disclosure;

[0026] Figure 5 This is a flowchart illustrating the process of obtaining the feedback return torque according to an embodiment of this disclosure;

[0027] Figure 6 This is a graph showing the relationship between vehicle speed and ideal steering wheel angular acceleration according to an embodiment of this disclosure;

[0028] Figure 7 This is a schematic diagram of the structure of a controller according to an embodiment of the present disclosure;

[0029] Figure 8 This is a schematic diagram of the structure of a vehicle according to an embodiment of the present disclosure. Detailed Implementation

[0030] Embodiments of this disclosure are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this disclosure, and should not be construed as limiting this disclosure.

[0031] The active self-centering control method, storage medium, controller, and vehicle of this disclosure are described in detail below with reference to the accompanying drawings.

[0032] Figure 1 This is a flowchart of an active self-centering control method for a vehicle according to some embodiments of the present disclosure.

[0033] In some embodiments of this disclosure, such as Figure 1 As shown, the vehicle's active self-centering control method includes:

[0034] S1 can obtain the vehicle's steering wheel force, steering wheel angle, and vehicle speed in real time.

[0035] Specifically, this disclosure provides an active self-centering control method that integrates feedforward control and feedback control. This method incorporates a torque angle sensor (TAS sensor) on the steering shaft of the steering wheel. The torque angle sensor detects the steering wheel force input and the steering wheel angle. The steering wheel rotation speed can be calculated by performing a derivative on the real-time acquired steering wheel angle. The vehicle's real-time speed is obtained via the vehicle's CAN bus. Figure 2 As shown, the TAS sensor collects the steering wheel force and steering wheel angle, and the CAN bus transmits the real-time vehicle speed to the active return-to-center control module. The active return-to-center control module calculates the feedforward return-to-center torque and the feedback return-to-center torque based on feedforward control based on driver intention recognition and feedback control based on steering wheel angular acceleration deviation, respectively. These are then summed to obtain the total active return-to-center torque, i.e., the target torque. The motor control module then calculates the actuator motor control current based on the target torque, and subsequently uses the actuator motor to provide active return-to-center assistance, while simultaneously providing real-time feedback of the actual steering wheel angular acceleration. The torque angle sensor used in this disclosure is also applied in traditional active return-to-center control methods, therefore there is no additional cost increase.

[0036] It should be noted that the steering wheel force, steering wheel angle, steering wheel speed, and vehicle speed obtained are all in absolute value form for subsequent calculations.

[0037] S2 obtains the feedforward return torque based on the steering wheel force, steering wheel angle, and vehicle speed, and the feedback return torque based on the steering wheel angle and vehicle speed.

[0038] Specifically, the feedforward control module based on driver intention recognition obtains a feedforward return torque based on steering wheel force, steering wheel angle, and vehicle speed. This feedforward return torque provides basic return assist, ensuring the steering wheel can quickly and accurately return to the center position. The feedback control module based on steering wheel angular acceleration deviation obtains a feedback return torque based on steering wheel angle and vehicle speed. This feedback return torque controls the steering wheel's angular acceleration in real time, ensuring smooth return to center.

[0039] In some embodiments of this disclosure, such as Figure 3As shown, the feedforward return torque is obtained based on steering wheel force, steering wheel angle, and vehicle speed, including:

[0040] S21, obtain the hand force gain coefficient based on the steering wheel hand force, and obtain the initial feedforward return torque based on the vehicle speed and steering wheel angle.

[0041] Specifically, traditional active self-centering control typically uses the driver's hand force input signal for determining the active self-centering state enable flag, but not for calculating the active self-centering torque. This disclosure uses feedforward control based on driver intention recognition. Considering the potential influence of hand force during self-centering, a hand force gain coefficient is obtained by combining the absolute value and direction of the hand force, and this coefficient is input into the superposition calculation of the feedforward self-centering torque. When the hand force is very small, the self-centering control is insensitive to changes in hand force, preventing accidental touches by the driver and ensuring stable self-centering; at this time, the hand force gain coefficient tends to 1. After the driver takes control of the steering wheel, as the driver's hand force continues to increase, the self-centering control gradually withdraws, meaning the hand force gain coefficient tends to 0. Based on this, the calculated self-centering torque value incorporating the influence of hand force more accurately reflects the driver's current driving intention, avoiding inaccurate self-centering caused by insufficient or excessive self-centering assistance.

[0042] The effects of vehicle speed and steering wheel angle on self-centering control can be analyzed experimentally, thereby obtaining the relationship between vehicle speed, steering wheel angle, and initial feedforward self-centering torque. In the experiment, self-centering torque can be collected at different vehicle speeds and steering wheel angles. Based on the collected data, the relationship between vehicle speed, steering wheel angle, and initial feedforward self-centering torque can be statistically obtained. Specifically, regarding vehicle speed alone, vehicle speed is positively correlated with the initial feedforward self-centering torque; regarding steering wheel angle alone, steering wheel angle is positively correlated with the initial feedforward self-centering torque.

[0043] S22, the steering wheel speed is obtained from the steering wheel angle, and the speed gain coefficient is obtained from the steering wheel speed.

[0044] Specifically, the steering wheel rotation speed can be obtained by differentiating the steering wheel angle. Similar to the steering wheel hand force, when the steering wheel rotation speed is very small, the return-to-center control needs to be insensitive to changes in steering wheel rotation speed, at which point the speed gain coefficient tends to 1; when the steering wheel rotation speed is very large, the return-to-center control gradually disengages, and the speed gain coefficient tends to 0.

[0045] S23. The feedforward return torque is obtained based on the initial feedforward return torque, the manual force gain coefficient, and the speed gain coefficient.

[0046] Specifically, the relationships between steering wheel force and force gain coefficient, steering wheel speed and speed gain coefficient, and vehicle speed, steering wheel angle, and initial feedforward torque can be obtained and stored in advance through experiments (such as simulation experiments). These relationships can be stored in tabular or MAP format. In actual use, based on the steering wheel force obtained from the TAS sensor, the absolute value of the steering wheel force is taken. The corresponding force gain coefficient is obtained by looking up the preset steering wheel force-force gain coefficient relationship. Based on the steering wheel speed obtained from the TAS sensor, the absolute value of the steering wheel speed is taken. The corresponding speed gain coefficient is obtained by looking up the preset steering wheel speed-speed gain coefficient relationship. Based on the absolute values ​​of vehicle speed and steering wheel angle, the preset vehicle speed-steering wheel angle-initial feedforward torque relationship is found to obtain the initial feedforward torque.

[0047] More specifically, the initial feedforward return torque, the manual force gain coefficient, and the speed gain coefficient are multiplied together to obtain the feedforward return torque.

[0048] It should be noted that the feedforward return torque obtained by multiplying the initial feedforward return torque, the hand force gain coefficient, and the speed gain coefficient is a positive value. However, the return torque of the steering wheel should have a direction, that is, a left turn return torque or a right turn return torque. The direction of the torque is determined by the set angle sign. For example, right turn can be set as the positive direction and left turn as the negative direction.

[0049] In some embodiments of this disclosure, left-turn and right-turn mapping tables can be pre-set according to the steering direction, specifically obtained based on experiments. The mapping tables record the correspondence between vehicle speed, steering wheel angle, and initial feedforward torque.

[0050] Relationship. For example... Figure 4 As shown, the initial feedforward return torque is obtained based on the vehicle speed and steering wheel angle, including:

[0051] S211, determine the target mapping table according to the direction of the steering wheel angle, wherein the target mapping table is either a left turn mapping table or a right turn mapping table.

[0052] S212, the initial feedforward torque is obtained by looking up the target mapping table based on the vehicle speed and the steering wheel angle.

[0053] Specifically, the torque angle sensor can also obtain the direction of the steering wheel angle, and determine the vehicle's position based on the steering wheel angle sign.

[0054] When a vehicle is turning left or right, a different target mapping table is consulted based on the different states. The target mapping table maps the vehicle speed, the steering wheel angle, and the initial feedforward torque. After finding the initial feedforward torque from the target mapping table, the initial feedforward return torque, the hand force gain coefficient, the speed gain coefficient, and the steering angle sign are multiplied together to obtain the feedforward return torque.

[0055] 5. After obtaining the feedforward return torque, the feedback return torque is obtained based on the steering wheel angle and vehicle speed.

[0056] In some embodiments of this disclosure, such as Figure 5 As shown, the feedback return torque is obtained based on the steering wheel angle and vehicle speed, including:

[0057] S23: The actual angular acceleration of the steering wheel is obtained based on the steering wheel angle, and the ideal angular acceleration of the steering wheel is obtained based on the vehicle speed.

[0058] In some implementations, the ideal angular acceleration of the steering wheel is negatively correlated with vehicle speed.

[0059] Specifically, the ideal steering wheel angular acceleration is negatively correlated with vehicle speed. Generally speaking, the higher the vehicle speed, the greater the ideal steering wheel angular acceleration.

[0060] The lower the speed, the safer the vehicle. The higher the speed, the easier it is to lose control. The smaller the ideal steering wheel angle acceleration, the safer it is; that is, the smaller the steering wheel adjustment angle, the safer it is.

[0061] S24 calculates the difference between the actual angular acceleration of the steering wheel and the ideal angular acceleration of the steering wheel, and obtains the feedback return torque based on the difference.

[0062] 5. In some implementations, the feedback return torque is obtained based on the difference, which can be achieved by applying at least one of proportional (P), integral (I), or derivative (D) control to the difference. For example, proportional-integral (PI) control can be applied to the difference to obtain the feedback return torque.

[0063] Specifically, the actual steering wheel angle is obtained by performing a second derivative based on the steering wheel angle obtained in real time from the torque angle sensor.

[0064] Angular acceleration, specifically the actual angular acceleration of the steering wheel, affects the smoothness of the steering wheel's return to center. The closer the actual angular acceleration of the steering wheel is to zero (the ideal angular acceleration), the smoother the steering wheel's return. The ideal angular acceleration of the steering wheel is related to vehicle speed; it can be found in a table based on the vehicle speed.

[0065] The ideal angular acceleration of the steering wheel is calculated. The difference between the actual and ideal angular acceleration of the steering wheel is calculated, and proportional-integral (PI) control is applied to this difference to obtain the feedback return torque. This is the torque required by the motor to eliminate the difference between the actual and ideal angular acceleration of the steering wheel. Based on the feedback control module for steering wheel angular acceleration deviation, the angular acceleration of the steering wheel returning to center can be controlled in real time to ensure smooth return to center.

[0066] In some embodiments of this disclosure, obtaining the ideal angular acceleration of the steering wheel based on the vehicle speed includes: based on a preset vehicle speed...

[0067] The correspondence between speed range and ideal steering wheel angular acceleration is determined by looking up the table based on the vehicle speed range.

[0068] Specifically, the ideal angular acceleration of the steering wheel can be set to vary stepwise with vehicle speed, that is, different vehicle speed ranges are divided, and different ideal angular accelerations correspond to different vehicle speed ranges. The corresponding curves are as follows: Figure 6 As shown. Based on the set ideal steering wheel angular acceleration variation curve, the ideal steering wheel angular acceleration can be obtained for different vehicle speeds.

[0069] S3, the feedforward return torque and the feedback return torque are superimposed to obtain the total active return torque.

[0070] Specifically, the feedforward return torque calculated based on driver intention recognition and the direction-based feedforward control are used to...

[0071] The total active return torque is obtained by superimposing the feedback return torque calculated from the feedback control of the disk angle acceleration deviation.

[0072] It should be noted that the feedforward homing torque and the feedback homing torque are directional, and their superposition is a vector superposition.

[0073] S4 provides active return-to-center assist control to the steering wheel based on the total active return-to-center torque.

[0074] 5. Specifically, by superimposing the feedforward and feedback return forces, the total active return torque, i.e., the target torque, is obtained, which sets the target...

[0075] The torque is output to the motor control module, which then calculates the control current of the actuator motor based on the target torque. The actuator motor then provides active return-to-center assistance, while simultaneously providing real-time feedback on the actual steering wheel angular acceleration.

[0076] In some embodiments of this disclosure, active return-to-center assist control of the steering wheel based on the total active return-to-center torque includes: obtaining a target current signal based on the total active return-to-center torque and transmitting the target current signal to the actuator of the steering wheel, so as to provide active return-to-center assist to the steering wheel through the actuator.

[0077] Specifically, the control module of the steering wheel's actuator motor calculates the target current signal based on the total active return torque and transmits the target current signal to the steering wheel's actuator motor. The steering wheel's actuator motor then provides active return assistance to the steering wheel based on the target current signal, enabling the steering wheel to return to center quickly and smoothly.

[0078] The active self-centering control method for vehicles in this disclosure takes into account the problem of steering wheel vibration or deterioration of driving feel caused by changes in the speed of steering wheel self-centering. It considers steering wheel force, steering wheel angle, steering wheel speed, and vehicle speedometer readings.

[0079] The feedforward return torque is calculated, and the feedback return torque is obtained based on the steering wheel angle and vehicle speed. By combining feedforward and feedback control, the speed and smoothness of steering wheel return can be balanced. Feedforward control provides basic return assist to ensure that the steering wheel can return to the center position quickly and accurately, while feedback control controls the angular acceleration of steering wheel return in real time to ensure smooth return.

[0080] This disclosure also proposes a computer-readable storage medium.

[0081] In this embodiment, a computer program is stored on a computer-readable storage medium, and the computer program is executed by a processor.

[0082] At that time, the active return-to-center control method for vehicles, as described above, is implemented.

[0083] This disclosure also proposes a controller.

[0084] In embodiments of this disclosure, such as Figure 7 As shown, the controller 100 includes a memory, a processor, and a computer program stored in the memory. When the computer program is executed by the processor, it implements the vehicle active return-to-center control method as described above.

[0085] like Figure 7 As shown, the controller 100 includes a processor 101 and a memory 103. The processor 101 and the memory 103 are connected, for example, via a bus 102. Optionally, the controller 100 may also include a transceiver 104. It should be noted that in practical applications, the transceiver 104 is not limited to one, and the structure of the controller 100 does not constitute a limitation on the embodiments of this disclosure.

[0086] Processor 101 may be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (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 101 may also be a combination that implements computational functions, such as including one or more microprocessor combinations, a combination of a DSP and a microprocessor, etc.

[0087] Bus 102 may include a pathway for transmitting information between the aforementioned components. Bus 102 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus, etc. Bus 102 may be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 6 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0088] The memory 103 stores a computer program corresponding to the active self-centering control method for a vehicle according to the above embodiments of this disclosure. This computer program is executed by the processor 101. The processor 101 executes the computer program stored in the memory 103 to implement the content shown in the aforementioned method embodiments.

[0089] Figure 7 The controller 100 shown is merely an example and should not be construed as limiting the functionality and scope of use of the embodiments disclosed herein.

[0090] This disclosure also proposes a vehicle.

[0091] In embodiments of this disclosure, such as Figure 8 As shown, vehicle 1000 includes controller 100 as described above.

[0092] The active self-centering control method, storage medium, controller, and vehicle disclosed in this embodiment take into account the problem of steering wheel vibration or deterioration of driving feel caused by changes in the speed of steering wheel self-centering. A feedforward self-centering torque is calculated based on steering wheel force, steering wheel angle, steering wheel speed, and vehicle speed. A feedback self-centering torque is obtained based on the steering wheel angle and vehicle speed. By combining feedforward and feedback control, both the speed and smoothness of steering wheel self-centering can be balanced. Feedforward control provides basic self-centering assistance to ensure the steering wheel can quickly and accurately return to the center position, while feedback control controls the angular acceleration of the steering wheel self-centering in real time to ensure smooth self-centering.

[0093] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0094] It should be understood that various parts of this disclosure can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0095] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0096] In the description of this disclosure, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this disclosure and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this disclosure.

[0097] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this disclosure, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0098] In this disclosure, unless otherwise expressly specified and defined, the terms "installation," "connection," "linking," and "fixing" will be used interchangeably.

[0099] Terms such as "connection" should be interpreted broadly. For example, it can refer to a fixed connection, a detachable connection, or an integral part; it can refer to a mechanical connection or an electrical connection; it can refer to a direct connection or an indirect connection through an intermediate medium; it can refer to two...

[0100] The term refers to the internal connectivity of an element or the interaction between two elements, unless otherwise expressly defined. Those skilled in the art will understand the specific meaning of the above terms in this disclosure based on the specific circumstances.

[0101] In this disclosure, unless otherwise expressly specified and limited, the first feature may be referred to as "above" or "below" the second feature.

[0102] The first and second features are in direct contact, or they are in indirect contact through an intermediate medium. Furthermore, the phrase "above," "over," or "on top of" the first feature can mean the first feature is directly above or above the second feature.

[0103] Diagonally above, or simply indicating that the first feature is at a higher horizontal level than the second feature. The first feature is "below" the second feature.

[0104] "Below" and "below" can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal height than the second feature.

[0105] Although embodiments of the present disclosure have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present disclosure. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present disclosure.

Claims

1. A method for active self-centering control of a vehicle, characterized in that, The method includes: Real-time acquisition of steering wheel force, steering wheel angle, and vehicle speed of the vehicle; The feedforward return torque is obtained based on the steering wheel force, the steering wheel angle, and the vehicle speed, and the feedback return torque is obtained based on the steering wheel angle and the vehicle speed. The total active return torque is obtained by superimposing the feedforward return torque and the feedback return torque. The steering wheel is actively assisted to return to center based on the total active return torque.

2. The active self-centering control method for a vehicle according to claim 1, characterized in that, The step of obtaining the feedforward return torque based on the steering wheel force, the steering wheel angle, and the vehicle speed includes: The hand force gain coefficient is obtained based on the steering wheel hand force, and the initial feedforward return torque is obtained based on the vehicle speed and the steering wheel angle; The steering wheel rotation speed is obtained based on the steering wheel angle, and the rotation speed gain coefficient is obtained based on the steering wheel rotation speed; The feedforward return torque is obtained based on the initial feedforward return torque, the hand force gain coefficient, and the rotational speed gain coefficient.

3. The active self-centering control method for a vehicle according to claim 2, characterized in that, The feedforward homing torque is the product of the initial feedforward homing torque, the hand force gain coefficient, and the speed gain coefficient.

4. The active self-centering control method for a vehicle according to claim 1, characterized in that, The step of obtaining the feedback return torque based on the steering wheel angle and the vehicle speed includes: The actual angular acceleration of the steering wheel is obtained based on the steering wheel angle, and the ideal angular acceleration of the steering wheel is obtained based on the vehicle speed. Calculate the difference between the actual angular acceleration of the steering wheel and the ideal angular acceleration of the steering wheel, and obtain the feedback return torque based on the difference.

5. The active self-centering control method for a vehicle according to claim 4, characterized in that, The step of obtaining the feedback return torque based on the difference includes: The difference is subjected to proportional-integral (PI) control to obtain the feedback return torque.

6. The active self-centering control method for a vehicle according to claim 4, characterized in that, The process of obtaining the ideal angular acceleration of the steering wheel based on the vehicle speed includes: Based on the preset correspondence between vehicle speed range and ideal steering wheel angular acceleration, the ideal steering wheel angular acceleration is obtained according to the vehicle speed range in which the vehicle speed is located.

7. The active self-centering control method for a vehicle according to claim 4, characterized in that, The ideal angular acceleration of the steering wheel is negatively correlated with the vehicle speed.

8. The active self-centering control method for a vehicle according to claim 1, characterized in that, The active return-to-center assist control of the steering wheel based on the total active return-to-center torque includes: The target current signal is obtained based on the total active return torque, and the target current signal is transmitted to the actuator of the steering wheel so as to actively assist the steering wheel in returning to center through the actuator.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the active self-centering control method for the vehicle as described in any one of claims 1-8.

10. A controller, characterized in that, It includes a memory, a processor, and a computer program stored in the memory, wherein when the computer program is executed by the processor, it implements the active self-centering control method for a vehicle as described in any one of claims 1-8.

11. A vehicle, characterized in that, Includes the controller as described in claim 10.

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