Steering control method, device, vehicle and storage medium

Abstract

The present application relates to the field of vehicle control, and discloses a steering control method, device, vehicle and storage medium, including: obtaining the torque and angle of the vehicle steering wheel, and performing frequency division processing on the torque to obtain a first torque and a second torque; obtaining a high-frequency assist according to a first compensation coefficient and a second torque corresponding to the angle; determining a steering assist according to a low-frequency assist and a high-frequency assist corresponding to the first torque, and controlling the vehicle steering according to the steering assist. The present application does not need to synchronize the speed signal and the angle signal, and can provide the vehicle with precise steering assist as the steering wheel angle changes, thereby enabling the driver to control the vehicle more precisely.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a steering control method, device, vehicle and computer-readable storage medium. Background Art

[0002] The reform of automobile electrification, intelligence and networking is changing with each passing day. With the rapid development of science and technology, the electric power steering system EPS (Electric Power Steering, electric power steering) as a core component of automobiles, its intelligence and the comfort of the whole vehicle have become an indispensable component for evaluating the performance of the whole vehicle.

[0003] The control strategy is a key factor affecting EPS performance, and the control strategy of the basic power-assist module is the most important factor affecting the control feel of the vehicle. Good power-assist performance can increase the vehicle's maneuverability and stability, and improve the driver's experience.

[0004] However, traditional vehicle electric power steering often requires the use of more variables to control the power steering, and it is difficult to ensure accurate real-time synchronization between different input variables, which makes it impossible to accurately calculate the vehicle's steering power steering, making it impossible for the driver to accurately control the vehicle. Summary of the invention

[0005] The embodiments of the present application provide a steering control method, device, vehicle and computer-readable storage medium, which can solve the technical problem of low steering assist accuracy of the vehicle.

[0006] In order to achieve the above object, according to a first aspect of the present application, a steering control method is provided, comprising:

[0007] Obtaining the torque and the angle of the vehicle steering wheel, and performing frequency division processing on the torque to obtain a first torque and a second torque;

[0008] According to the first compensation coefficient and the second torque corresponding to the turning angle, high-frequency assistance is obtained;

[0009] The steering assist is determined according to the low-frequency assist and the high-frequency assist corresponding to the first torque, and the vehicle is steered according to the steering assist.

[0010] Optionally, before obtaining the high-frequency assistance according to the first compensation coefficient and the second torque corresponding to the rotation angle, the method further includes:

[0011] Get the rotation speed of the steering wheel according to the turning angle;

[0012] Querying a preset first mapping relationship to obtain a high-frequency gain coefficient corresponding to the rotation speed;

[0013] A first compensation coefficient corresponding to the rotation angle is determined according to the high-frequency gain coefficient.

[0014] Optionally, determining the first compensation coefficient corresponding to the rotation angle according to the high-frequency gain coefficient includes:

[0015] determining a high frequency gain according to the second moment;

[0016] A first compensation coefficient corresponding to the rotation angle is determined according to the high-frequency gain and the high-frequency gain coefficient.

[0017] Optionally, in the first mapping relationship, the rotation speed and the high-frequency gain coefficient are in an inverse proportional mapping relationship.

[0018] Optionally, before determining the steering assistance according to the low-frequency assistance and the high-frequency assistance corresponding to the first torque, the method further includes:

[0019] Determine a low frequency gain according to the first moment;

[0020] The force corresponding to the first torque is compensated according to the low-frequency gain to obtain a low-frequency assist force corresponding to the first torque.

[0021] Optionally, the determining of the steering assistance according to the low-frequency assistance and the high-frequency assistance corresponding to the first torque includes:

[0022] Determine the basic assistance of the steering wheel according to the low-frequency assistance and the high-frequency assistance corresponding to the first torque;

[0023] The basic power assist is compensated according to the second compensation coefficient corresponding to the turning angle to obtain the steering assist.

[0024] Optionally, compensating the basic power assist according to the second compensation coefficient corresponding to the turning angle to obtain the steering assist comprises:

[0025] Perform stability correction on the basic power assist to obtain the corrected basic power assist;

[0026] The corrected basic power assist is compensated according to the second compensation coefficient corresponding to the turning angle to obtain the steering assist.

[0027] Optionally, compensating the corrected basic power assist according to the second compensation coefficient corresponding to the steering angle to obtain the steering assist comprises:

[0028] Get the vehicle speed;

[0029] The corrected basic power assist is compensated according to the second compensation coefficient corresponding to the turning angle and the third compensation coefficient corresponding to the vehicle speed to obtain the steering assist.

[0030] Optionally, before compensating the basic power assist according to the second compensation coefficient corresponding to the turning angle to obtain the steering assist, the method further includes:

[0031] Compare the turning angle with a preset turning angle threshold to obtain a comparison result;

[0032] According to the comparison result, a second mapping relationship corresponding to the corner is obtained;

[0033] The second mapping relationship is queried according to the turning angle to obtain a second compensation coefficient corresponding to the turning angle.

[0034] Optionally, the obtaining of the second mapping relationship corresponding to the corner according to the comparison result includes:

[0035] If the rotation angle is less than the rotation angle threshold, determining the first inverse proportional mapping relationship corresponding to the rotation angle as the second mapping relationship;

[0036] If the rotation angle is greater than or equal to the rotation angle threshold, determining that the second inverse proportional mapping relationship corresponding to the rotation angle is the second mapping relationship;

[0037] The speed at which the second compensation coefficient in the second inverse proportional mapping relationship changes with the rotation angle is greater than the speed at which the second compensation coefficient in the first inverse proportional mapping relationship changes with the rotation angle.

[0038] Optionally, the above-mentioned steering control of the vehicle according to the steering assistance includes:

[0039] Obtain the active return parameters, yaw damping parameters, friction compensation parameters and inertia compensation parameters of the steering wheel;

[0040] The vehicle's steering is assisted and controlled according to active self-centering parameters, yaw damping parameters, friction compensation parameters, inertia compensation parameters and steering assistance.

[0041] Accordingly, an embodiment of the present application provides a steering control device, comprising:

[0042] A frequency division module, used to obtain the torque and the angle of the vehicle steering wheel, and perform frequency division processing on the torque to obtain a first torque and a second torque;

[0043] A first compensation module, used for obtaining high-frequency assistance according to a first compensation coefficient and a second torque corresponding to a rotation angle;

[0044] The confirmation module is used to determine the steering assistance according to the low-frequency assistance and the high-frequency assistance corresponding to the first torque, and to control the steering of the vehicle according to the steering assistance.

[0045] In addition, an embodiment of the present application also provides a vehicle, including a processor and a memory, the memory stores a computer program, and the processor is used to run the computer program in the memory to implement the steering control method provided in the embodiment of the present application.

[0046] In addition, an embodiment of the present application further provides a computer-readable storage medium, which stores a computer program. The computer program is suitable for loading by a processor to execute any steering control method provided in the embodiment of the present application.

[0047] In addition, an embodiment of the present application also provides a computer program product, including a computer program, which implements any steering control method provided in the embodiment of the present application when the computer program is executed by a processor.

[0048] In the embodiment of the present application, by obtaining the torque and angle of the vehicle steering wheel and performing frequency division processing on the torque to obtain the first torque and the second torque, the steady-state performance and dynamic performance of the force applied to the steering wheel can be distinguished; according to the first compensation coefficient and the second torque corresponding to the angle, the high-frequency power assist is obtained, so that different compensations can be performed for different angles, thereby optimizing the driver's hand feeling experience; then, according to the low-frequency power assist and the high-frequency power assist corresponding to the first torque, the steering assist of the steering wheel is determined, so that the steering assist of the steering wheel can change with the angle, and then the driver can perceive the current position of the steering wheel according to the steering assist provided to the steering wheel. In this way, the variables to be processed are reduced, and there is no need to synchronize the speed signal and the angle signal, so that it can respond quickly with the change of the steering wheel angle, provide the vehicle with accurate steering assist, and enable the driver to control the vehicle more accurately. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application, and those skilled in the art can obtain other drawings based on these drawings without creative work.

[0050] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same figure numbers represent the same parts in the following description.

[0051] Figure 1 is a flow chart of a steering control method provided in an embodiment of the present application;

[0052] Figure 2 is a schematic diagram of the mapping relationship between the rotation speed and the high-frequency gain coefficient provided in an embodiment of the present application;

[0053] Figure 3 is a schematic diagram of the change of high-frequency gain before and after high-frequency gain coefficient compensation provided by an embodiment of the present application;

[0054] Figure 4It is a schematic diagram of the change in hand force on the front steering wheel compensated by the high-frequency gain coefficient provided in an embodiment of the present application;

[0055] Figure 5 is a schematic diagram of the change in hand force of the steering wheel after high-frequency gain coefficient compensation provided by an embodiment of the present application;

[0056] Figure 6 is a schematic diagram of a second mapping relationship provided in an embodiment of the present application;

[0057] Figure 7 : is a schematic diagram comparing the magnitude of the power assist before and after the second compensation coefficient compensation provided in an embodiment of the present application;

[0058] Figure 8 is a schematic diagram of a second compensation coefficient provided in an embodiment of the present application to compensate for a change in front hand force;

[0059] Fig. 9 is a schematic diagram of the change in hand force after compensation by the second compensation coefficient provided in an embodiment of the present application;

[0060] Fig.10 It is a schematic diagram of the power assistance calculation logic provided in the embodiment of the present application;

[0061] Fig.11 is a schematic diagram of the structure of a steering control device provided in an embodiment of the present application;

[0062] Fig.12 It is a schematic diagram of the structure of an electronic device in a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0063] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0064] The embodiments of the present application provide a steering control method, device, vehicle and computer-readable storage medium. The steering control device can be integrated in a vehicle.

[0065] In addition, the term "plurality" in the embodiments of the present application refers to two or more than two. The terms "first" and "second" in the embodiments of the present application are used to distinguish descriptions and should not be understood as implying relative importance.

[0066] When the driver operates the steering wheel to steer, the torque sensor detects the direction of the steering wheel and the size of the torque, and transmits the voltage signal to the electronic control unit. The electronic control unit sends instructions to the motor controller based on the torque voltage signal, rotation direction and vehicle speed signal detected by the torque sensor, so that the motor outputs a steering assist torque of corresponding size and direction, thereby generating auxiliary power to ensure that the vehicle is light and flexible when turning at low speed, and stable and reliable when turning at high speed.

[0067] The steering assist torque of the vehicle can be obtained by extracting high-frequency filtering from the hand torque signal; obtaining the initial value of the compensated hand torque based on the high-frequency filtering and the vehicle speed compensation coefficient; and comparing the initial value of the compensated hand torque with the preset limit to obtain the target value of the compensated hand torque. However, the high-frequency gain plays a broad-spectrum compensation role and does not make special treatment for the special application environment of the steering system. Under extreme conditions, the vehicle cannot be accurately assisted, resulting in a poor driver feel and an inability to accurately control the vehicle.

[0068] The vehicle's steering assist torque can also be obtained by collecting variables such as vehicle speed, steering wheel angle, steering wheel speed, and hand torque, and then dividing the frequency to obtain the low-frequency part and the high-frequency part; then, the gain and the assist are superimposed and output to the vehicle's lead-lag module to prevent the system from diverging and shaking; finally, the basic assist hand torque is output and the assist motor is executed. However, this solution has four input variables, and there is a delay anti-shake link before the speed signal is input, which makes it difficult to ensure synchronization between different input variables.

[0069] Based on this, the present application proposes a steering control method, which does not need to use a speed signal as an input variable. A high-frequency assist is obtained through a first compensation coefficient and a second torque corresponding to the steering wheel angle of the vehicle, so that different compensations can be performed for different steering angles, thereby optimizing the driver's hand feel experience. The steering assist of the steering wheel is determined according to the low-frequency assist and the high-frequency assist corresponding to the first torque, so that the steering assist of the steering wheel can change with the steering angle, thereby enabling the driver to sense the current position of the steering wheel based on the steering assist provided to the steering wheel, thereby reducing the input signal of the vehicle's steering assist calculation, avoiding the problem of inconsistent and asynchronous input signals caused by filtering and limiting some sensor signals, and at the same time reducing the input amount, improving the efficiency and accuracy of the vehicle's steering assist calculation, and improving the response speed, so that the vehicle's steering assist can be efficiently and accurately output at different steering wheel angles.

[0070] It should be noted that the description order of the following embodiments is not intended to limit the preferred order of the embodiments.

[0071] See also Figure 1 , Figure 1: is a flow chart of a steering control method provided by an embodiment of the present application. The steering control method may include:

[0072] S101, acquiring the torque and the angle of the steering wheel of the vehicle, and performing frequency division processing on the torque to obtain a first torque and a second torque;

[0073] S102, obtaining high-frequency assistance according to a first compensation coefficient and a second torque corresponding to the turning angle;

[0074] S103: Determine a steering assist according to the low-frequency assist and the high-frequency assist corresponding to the first torque, and perform steering control on the vehicle according to the steering assist.

[0075] In this embodiment, the torque module of the electric power steering system of the vehicle is mainly composed of a power-assist module and a protection force module. The electric power steering of the vehicle can be controlled by the power-assist module provided by the power-assist module and the protection force module provided by the protection force. Among them, the power-assist refers to the force for assisting the control of the vehicle. By identifying the driver's intention, the power-assist direction and power-assist amount provided to the steering wheel of the vehicle can be determined to provide the driver with basic power-assistance, so that the driver can control the vehicle more easily and accurately. The protection force is used to protect the steering of the vehicle. When the protection conditions are met, the power-assistance is reduced to ensure the normal operation of the vehicle and prevent vehicle collisions. The protection force can specifically include terminal protection, abuse protection, voltage protection, temperature protection and stall protection.

[0076] Torque is a physical quantity that represents the rotational effect produced when a force acts on an object. The torque of a force on the axis of rotation can be calculated by multiplying the force and the lever arm. The torque of a vehicle's steering wheel refers to the torque generated by the force applied to the vehicle's steering wheel, which is used to control the rotation of the steering wheel. When the steering wheel is controlled by the driver's hand, the torque generated by the force applied to the steering wheel by the hand is the hand torque. In addition, the steering wheel can also be controlled by other means, such as controlling the steering wheel by a mechanical arm, in which case the torque generated by the force applied to the steering wheel by the mechanical arm is the torque corresponding to the mechanical arm. This embodiment does not limit the control method of the steering wheel.

[0077] The angular distance between the current position of the steering wheel and the calibrated mid-angle of the vehicle is the steering wheel angle. In some embodiments, when the steering wheel is turned, the steering wheel angle can be obtained by calculating the angle of rotation of the steering wheel relative to the center position or straight-ahead position of the steering wheel.

[0078] The torque of the steering wheel can be detected by the torque sensor. The obtained torque is subjected to frequency division processing to obtain the first torque and the second torque. Among them, the first torque refers to the slowly changing component in the torque signal, such as the low-frequency torque. The slowly changing component in the input torque signal can be extracted by frequency division processing. When the driver's hand is applied to the steering wheel to generate a hand torque, the first torque is the torque corresponding to the low-frequency part of the force generated by the hand (i.e., hand force). Among them, the low-frequency part of the hand force refers to the slowly changing part of the force applied by the hand, which is related to the stable support or push-pull action of the hand. The force value of the low-frequency part of the hand force (i.e., the low-frequency hand force value) reflects the basic strength level of the hand in the process of generating the force. In some embodiments, the torque component that has an effect for a long time can also be determined as the first torque.

[0079] The second torque refers to the rapidly changing component in the torque signal, such as the high-frequency torque. When the driver applies the hand torque to the steering wheel, the second torque is the torque corresponding to the high-frequency part of the force generated by the hand (i.e., the hand force). Among them, the high-frequency part of the hand force refers to the rapidly changing part of the force applied by the hand. The high-frequency part of the hand force is usually caused by a slight tremor of the hand, or a slight steering correction of the hand to the steering wheel, or noise. The force value of the high-frequency part of the hand force (i.e., the high-frequency hand force value) indicates the force value that changes rapidly in a short time. By low-pass filtering the steering wheel torque, the value obtained by low-pass filtering is the low-frequency hand force value, and the value obtained by subtracting the low-pass filtering from the steering wheel torque is the high-frequency hand force value. In this way, the steady-state performance and dynamic performance in the force applied to the steering wheel can be distinguished, so that different treatments can be performed for the steady-state performance and the dynamic performance respectively.

[0080] The force corresponding to the second torque refers to the high-frequency part of the force applied to the steering wheel, that is, the high-frequency force; the magnitude of the high-frequency force is the high-frequency force value (such as the high-frequency hand force value). The first compensation coefficient is used to compensate and correct the force corresponding to the second torque. In some embodiments, the first compensation coefficient can be multiplied by the force corresponding to the second torque to obtain a high-frequency assist. Thus, different first compensation coefficients corresponding to different turning angles can be used to compensate the force corresponding to the second torque differently, so that different high-frequency gains can be given as the steering wheel changes, thereby optimizing the driver's hand feel experience.

[0081] The low-frequency assistance corresponding to the first torque can also be determined by the force corresponding to the first torque. The force corresponding to the first torque refers to the low-frequency part of the force applied to the steering wheel, that is, the low-frequency force; the magnitude of the low-frequency force is the low-frequency force value (such as the low-frequency hand force value).

[0082] According to the low-frequency assistance and high-frequency assistance corresponding to the first torque, the steering assistance of the steering wheel can be obtained. Therefore, by applying the first compensation coefficient to the force corresponding to the second torque, precise control of dynamic performance can be achieved, and the suppression effect of torque fluctuation can be enhanced.

[0083] The steering control method proposed in the embodiment of the present application can distinguish the steady-state performance and dynamic performance of the force applied to the steering wheel by obtaining the torque and angle of the vehicle steering wheel and performing frequency division processing on the torque to obtain the first torque and the second torque; obtain high-frequency assistance according to the first compensation coefficient and the second torque corresponding to the angle, so that different compensations can be performed for different angles to optimize the driver's hand feeling experience; then, determine the steering assistance of the steering wheel according to the low-frequency assistance and high-frequency assistance corresponding to the first torque, so that the steering assistance of the steering wheel can change with the angle, and then the driver can perceive the current position of the steering wheel according to the steering assistance provided to the steering wheel. In this way, the variables to be processed are reduced, and there is no need to synchronize the speed signal and the angle signal, so that it can respond quickly to the change of the steering wheel angle, provide accurate steering assistance for the vehicle, and enable the driver to control the vehicle more accurately.

[0084] In some embodiments, before obtaining the high-frequency assistance according to the first compensation coefficient and the second torque corresponding to the rotation angle, the method further includes:

[0085] Get the rotation speed of the steering wheel according to the turning angle;

[0086] Querying a preset first mapping relationship to obtain a high-frequency gain coefficient corresponding to the rotation speed;

[0087] A first compensation coefficient corresponding to the rotation angle is determined according to the high-frequency gain coefficient.

[0088] In this embodiment, the rotation speed is used to characterize the rate at which the steering wheel rotates. The rotation speed of the steering wheel can be obtained by performing differential processing on the angle. For example, the steering wheel angle is subjected to high-pass filtering to obtain the rate of change of the steering wheel angle, and the rate of change is determined as the rotation speed of the steering wheel. The first mapping relationship is a mapping relationship between the rotation speed and the high-frequency gain coefficient. The high-frequency gain coefficient is the gain coefficient of the force corresponding to the second torque, and is used to adjust the gain of the force corresponding to the second torque. By querying the preset first mapping relationship, the high-frequency gain coefficient corresponding to the current steering wheel rotation speed can be obtained. As a result, there is no need to obtain the steering wheel rotation speed signal separately through the sensor, which reduces the input of the rotation speed signal, thereby reducing the synchronization processing process of the rotation speed signal and other input signals (such as angle and vehicle speed signals), and there is no need to perform delay anti-shake processing on the rotation speed signal, which ensures the real-time synchronization between the input signals and further improves the calculation efficiency of the vehicle steering assist.

[0089] In some implementations, the mapping relationship between the rotation speed and the high-frequency gain coefficient may be preset according to a preset strategy to obtain a first mapping relationship. For example, a mapping function between the rotation speed and the high-frequency gain coefficient is constructed according to an inverse proportion, and the first mapping relationship is determined according to the mapping function.

[0090] In other embodiments, multiple historical speeds and historical gain coefficients of the force of the second torque corresponding to each historical speed may be collected. Based on the multiple historical speeds and historical gain coefficients, a mapping relationship between the speed and the high-frequency gain coefficient may be determined to obtain a first mapping relationship.

[0091] In some implementations, the high-frequency gain coefficient may also be determined as the first compensation coefficient, and the force corresponding to the second torque is compensated according to the high-frequency gain coefficient to obtain high-frequency assistance. For example, the determined high-frequency gain coefficient is multiplied by the force corresponding to the second torque to obtain high-frequency assistance.

[0092] In some embodiments, determining the first compensation coefficient corresponding to the rotation angle according to the high-frequency gain coefficient includes:

[0093] determining a high frequency gain according to the second moment;

[0094] A first compensation coefficient corresponding to the rotation angle is determined according to the high-frequency gain and the high-frequency gain coefficient.

[0095] In this embodiment, a torque can be generated by the force applied to the steering wheel, and the torque is divided to obtain a first torque and a second torque. The force corresponding to the second torque is the high-frequency part of the force applied to the steering wheel. The high-frequency gain is often related to the hand feel of the driver when the vehicle starts. According to the force corresponding to the second torque, the high-frequency gain corresponding to the high-frequency part can be determined. For example, the mapping relationship between the force corresponding to the second torque and the high-frequency gain is obtained, and according to the mapping relationship between the force corresponding to the second torque and the high-frequency gain, the force corresponding to the second torque is mapped to obtain the high-frequency gain. The high-frequency gain is compensated according to the high-frequency gain coefficient to obtain the first compensation coefficient. For example, the high-frequency gain coefficient is multiplied by the high-frequency gain to obtain the first compensation coefficient corresponding to the angle; the first compensation coefficient is multiplied by the force corresponding to the second torque to obtain the high-frequency assistance.

[0096] In this embodiment, the first compensation coefficient is determined by the high-frequency gain and the high-frequency gain coefficient, so that the first compensation coefficient can be accurately controlled by changing the steering wheel angle, and then the force corresponding to the second torque can be accurately compensated by the first compensation coefficient, so that different high-frequency gains can be given when the steering wheel speed is slow and fast, thereby optimizing the driver's hand feel experience.

[0097] In some embodiments, the rotation speed and the high-frequency gain coefficient in the first mapping relationship are inversely proportional.

[0098] In this embodiment, the first mapping relationship refers to the mapping relationship between the rotation speed and the high-frequency gain coefficient. The first mapping relationship can be specifically determined by a mapping table, a mapping function, or a mapping curve between the rotation speed and the high-frequency gain coefficient. Among them, the rotation speed and the high-frequency gain coefficient are inversely proportional mapping relationships. When the rotation speed of the steering wheel increases, the high-frequency gain coefficient will decrease accordingly; when the rotation speed of the steering wheel decreases, the high-frequency gain coefficient will increase accordingly.

[0099] like Figure 2 As shown, Figure 2 A schematic diagram of the mapping relationship between the rotation speed and the high-frequency gain coefficient provided in the embodiment of the present application. The horizontal axis is the steering wheel rotation speed, and the vertical axis is the high-frequency gain coefficient. Figure 2 The inverse proportional mapping relationship shown can determine the high-frequency gain coefficient corresponding to the current speed. The inverse proportional mapping relationship can be calculated by the following formula:

[0100] y=1.5-spd*0.002

[0101] Where y is the high-frequency gain coefficient and spd is the steering wheel speed.

[0102] Therefore, the determined high-frequency gain can be accurately compensated according to the high-frequency gain coefficient to obtain the first compensation coefficient, and then the force corresponding to the second torque can be accurately compensated through the first compensation coefficient.

[0103] like Figure 3 As shown, Figure 3 A schematic diagram of the change of high-frequency gain before and after high-frequency gain coefficient compensation provided in an embodiment of the present application, with the horizontal axis being time and the vertical axis being high-frequency gain. The black broken line is the high-frequency gain change broken line output when the steering wheel speed is slow and before the high-frequency gain coefficient compensation; the gray broken line is the high-frequency gain change broken line output when the steering wheel speed is slow and after the high-frequency gain coefficient compensation.

[0104] like Figure 4 As shown, Figure 4 This is a schematic diagram of the change in hand force on the steering wheel before high-frequency gain coefficient compensation provided by the embodiment of the present application, where the horizontal axis is time and the vertical axis is the hand force value on the steering wheel before high-frequency gain coefficient compensation. Figure 4 It can be seen that when the steering wheel speed is slow, the hand force fluctuation of the steering wheel is large before the high-frequency gain coefficient is compensated. Figure 5 As shown, Figure 5This is a schematic diagram of the change in hand force of the steering wheel after high-frequency gain coefficient compensation provided by the embodiment of the present application, where the horizontal axis is time and the vertical axis is the hand force value of the steering wheel after high-frequency gain coefficient compensation. Figure 5 It can be seen that when the steering wheel speed is slow, after compensation by the high-frequency gain coefficient, the hand force fluctuation of the steering wheel is smooth.

[0105] Depend on Figure 3 , Figure 4 and Figure 5 It can be seen that when the steering wheel speed is slow, the high-frequency gain will be calculated twice according to the steering wheel speed. It can be seen that when the steering wheel is turned slowly, the high-frequency gain is significantly increased compared to the original value, and the hand jitter is also significantly reduced. Therefore, by increasing the high-frequency gain coefficient, the high-frequency gain is increased, the power assist becomes larger, and the torque fluctuation of the steering wheel can be reduced, so that when the driver controls the steering wheel at a slower speed, the hand feels lighter and the torque fluctuation is almost unnoticeable.

[0106] Through the inverse proportional mapping relationship between the rotational speed and the high-frequency gain coefficient, this embodiment can reduce the high-frequency gain by reducing the high-frequency gain coefficient when the steering wheel speed is fast; and increase the high-frequency gain by increasing the high-frequency gain coefficient when the steering wheel speed is slow. In this way, the power assistance can be accurately compensated under different rotational speeds to optimize the driver's feel.

[0107] In some embodiments, before determining the steering assistance according to the low-frequency assistance and the high-frequency assistance corresponding to the first torque, the method further includes:

[0108] Determine a low frequency gain according to the first moment;

[0109] The force corresponding to the first torque is compensated according to the low-frequency gain to obtain a low-frequency assist force corresponding to the first torque.

[0110] In this embodiment, the low-frequency gain is often related to the overall feel of the steering wheel. The force corresponding to the first torque is the low-frequency part of the force applied to the steering wheel. The low-frequency gain corresponding to the low-frequency part of the force can be determined by the force corresponding to the first torque. For example, the mapping relationship between the force corresponding to the first torque and the low-frequency gain is obtained, and according to the mapping relationship between the force corresponding to the first torque and the low-frequency gain, the force corresponding to the first torque is mapped to obtain the low-frequency gain.

[0111] The force corresponding to the first torque is compensated according to the low-frequency gain to obtain the low-frequency assistance. For example, the obtained low-frequency gain is multiplied by the force corresponding to the first torque to obtain the low-frequency assistance.

[0112] In this embodiment, the force corresponding to the first torque is compensated by the low-frequency gain, so as to improve stability and reduce torque fluctuation.

[0113] In some embodiments, the above-mentioned determining the steering assistance according to the low-frequency assistance and the high-frequency assistance corresponding to the first torque includes:

[0114] Determine the basic assistance of the steering wheel according to the low-frequency assistance and the high-frequency assistance corresponding to the first torque;

[0115] The basic power assist is compensated according to the second compensation coefficient corresponding to the turning angle to obtain the steering assist.

[0116] In this embodiment, the basic power assist of the steering wheel can be obtained by fusing the low-frequency power assist and the high-frequency power assist corresponding to the first torque. The second compensation coefficient refers to the coefficient for compensating the basic power assist. By applying the second compensation coefficient to the basic power assist, further precise correction of the steering assist can be achieved. Specifically, the second compensation coefficient can be obtained by querying the mapping relationship between the turning angle and the second compensation coefficient. The basic power assist is compensated according to the second compensation coefficient to obtain the steering assist of the steering wheel. For example, the second compensation coefficient is multiplied by the basic power assist to obtain the steering assist of the steering wheel. The motor outputs the corresponding steering assist torque according to the steering assist, and assists in controlling the steering wheel of the vehicle through the steering assist torque.

[0117] In some embodiments, the basic power assist is compensated according to the second compensation coefficient corresponding to the steering angle to obtain the steering assist, including:

[0118] Perform stability correction on the basic power assist to obtain the corrected basic power assist;

[0119] The corrected basic power assist is compensated according to the second compensation coefficient corresponding to the turning angle to obtain the steering assist.

[0120] In this embodiment, the basic power assist is obtained by adding the low-frequency power assist and the high-frequency power assist. After lead-lag control, the basic power assist is compensated for stability according to the inherent characteristics of the vehicle mechanics to obtain the corrected basic power assist. In this way, the gain of a specific frequency band can be reduced to stabilize the vehicle's steering system while reducing the response time and adjustment time of the system. The corrected basic power assist is compensated according to the second compensation coefficient corresponding to the turning angle to obtain the steering assist of the steering wheel. For example, the second compensation coefficient is multiplied by the corrected basic power assist to obtain the steering assist.

[0121] In some embodiments, the above-mentioned method of compensating the corrected basic power assistance according to the second compensation coefficient corresponding to the steering angle to obtain the steering power assistance includes:

[0122] Get the vehicle speed;

[0123] The corrected basic power assist is compensated according to the second compensation coefficient corresponding to the turning angle and the third compensation coefficient corresponding to the vehicle speed to obtain the steering assist.

[0124] In this embodiment, in addition to compensating the corrected basic assistance by the second compensation coefficient, the corrected basic assistance can also be compensated by the second compensation coefficient corresponding to the turning angle and the third compensation coefficient corresponding to the vehicle speed to obtain the steering assistance of the steering wheel. Specifically, the vehicle speed is obtained, and the third compensation coefficient is determined according to the vehicle speed. Among them, the greater the vehicle speed, the smaller the assistance, and the driver's hand feeling increases accordingly, thereby improving the driver's control feeling of the vehicle and ensuring the stability of the vehicle. Therefore, as the vehicle speed increases, the third compensation coefficient corresponding to the vehicle speed can be reduced to reduce the steering assistance of the vehicle.

[0125] This embodiment compensates the corrected basic power assistance through the third compensation coefficient corresponding to the vehicle speed and the second compensation coefficient corresponding to the turning angle, and can more accurately control the steering power assistance of the steering wheel in combination with the vehicle speed to ensure the stability of the vehicle.

[0126] In some embodiments, before compensating the basic power assist according to the second compensation coefficient corresponding to the turning angle to obtain the steering assist, the method further includes:

[0127] Compare the turning angle with a preset turning angle threshold to obtain a comparison result;

[0128] According to the comparison result, a second mapping relationship corresponding to the corner is obtained;

[0129] The second mapping relationship is queried according to the turning angle to obtain a second compensation coefficient corresponding to the turning angle.

[0130] In this embodiment, conventional vehicle electric power steering often directly provides basic power steering through vehicle speed and steering wheel hand torque. If the same force is used to drive the steering wheel from the middle position to the end, the power steering provided to the steering wheel during this process is the same. In order to enable the driver to feel different hand feelings when the steering wheel changes from the middle position to the end, this embodiment compares the turning angle with the preset turning angle threshold, and determines the second mapping relationship corresponding to the turning angle through the comparison result. As a result, the second compensation coefficient corresponding to the turning angle can be accurately queried through the determined second mapping relationship, so that the driver can accurately perceive the position of the steering wheel in different scenarios.

[0131] Specifically, the second mapping relationship is a mapping relationship between the steering wheel angle and the second compensation coefficient. In the second mapping relationship, the mapping relationship between the angle and the second compensation coefficient is an inverse proportional mapping relationship. There can be multiple second mapping relationships, such as a first inverse proportional mapping relationship and a second inverse proportional mapping relationship. According to the comparison result, the second mapping relationship corresponding to the current steering wheel angle among the multiple second mapping relationships can be determined.

[0132] This embodiment determines the second mapping relationship corresponding to the turning angle through the comparison result of the turning angle and the turning angle threshold, so that the second compensation coefficient corresponding to the turning angle can be accurately queried through the determined second mapping relationship, and then the driver can have a different feel of the power assistance determined by the second compensation coefficient during the process of turning the steering wheel, thereby enabling the driver to accurately perceive the steering wheel position.

[0133] In some embodiments, the step of obtaining the second mapping relationship corresponding to the corner according to the comparison result includes:

[0134] If the rotation angle is less than the rotation angle threshold, determining the first inverse proportional mapping relationship corresponding to the rotation angle as the second mapping relationship;

[0135] If the rotation angle is greater than or equal to the rotation angle threshold, determining that the second inverse proportional mapping relationship corresponding to the rotation angle is the second mapping relationship;

[0136] The speed at which the second compensation coefficient in the second inverse proportional mapping relationship changes with the rotation angle is greater than the speed at which the second compensation coefficient in the first inverse proportional mapping relationship changes with the rotation angle.

[0137] In this embodiment, in order to allow the driver to feel the gradually heavier hand feel during the process of the steering wheel changing from the middle position to the end position, it is necessary to reduce the output power. Therefore, it is determined whether the steering wheel angle is less than the preset angle threshold. If the angle is less than the angle threshold, the first inverse proportional mapping relationship corresponding to the angle is determined to be the second mapping relationship corresponding to the angle; the angle is mapped according to the first inverse proportional mapping relationship. If the angle is greater than or equal to the angle threshold, the second inverse proportional mapping relationship corresponding to the angle is determined to be the second mapping relationship corresponding to the angle; the angle is mapped according to the second inverse proportional mapping relationship.

[0138] Specifically, the second mapping relationship refers to the mapping relationship between the steering angle and the second compensation coefficient, and the overall trend of the second compensation coefficient changing with the steering angle is that the second compensation coefficient decreases as the steering wheel angle increases. The speed at which the second compensation coefficient changes with the steering angle in the second inverse proportional mapping relationship is greater than the speed at which the second compensation coefficient changes with the steering angle in the first inverse proportional mapping relationship. Specifically, in the first inverse proportional mapping relationship, as the steering wheel angle increases, the second compensation coefficient decreases relatively slowly; in the second inverse proportional mapping relationship, as the steering wheel angle increases, the second compensation coefficient decreases rapidly.

[0139] In some implementations, the first inverse proportional mapping relationship is represented by a linear mapping line, and the second inverse proportional mapping relationship is represented by a nonlinear mapping curve. Figure 6 As shown, Figure 6A schematic diagram of the second mapping relationship provided in an embodiment of the present application, wherein the horizontal axis is the steering angle and the vertical axis is the second compensation coefficient. Mapping line A represents the first inverse proportional mapping relationship between the steering angle and the second compensation coefficient, and mapping curve B represents the second inverse proportional mapping relationship between the steering angle and the second compensation coefficient; the steering angle threshold is 400. When the steering wheel angle is less than 400, the second mapping relationship is determined by mapping line A; when the steering wheel angle is greater than or equal to 400, the second mapping relationship is determined by mapping curve B. By Figure 6 It can be seen that the slope of mapping curve B is greater than the slope of mapping curve A. Compared with the mapping relationship represented by mapping straight line A, the second compensation coefficient in mapping curve B decreases sharply as the steering angle increases. When the steering wheel angle is 500, Figure 6 It can be seen that the second compensation coefficient drops to 0.5. It can be seen that the speed at which the second compensation coefficient in the second inverse proportional mapping relationship changes with the rotation angle is greater than the speed at which the second compensation coefficient in the first inverse proportional mapping relationship changes with the rotation angle.

[0140] For example, when the steering wheel angle is less than 400, Figure 6 The calculation formula corresponding to the mapping straight line A shown is as follows:

[0141] y=1-spd*0.0006

[0142] Wherein, y is the second compensation coefficient, and spd is the rotation speed of the steering wheel.

[0143] like Figure 7 As shown, Figure 7 This is a schematic diagram of the comparison of the magnitude of the assist before and after the second compensation coefficient is compensated by the embodiment of the present application. The horizontal axis is time and the vertical axis is the hand force value. Among them, the first curve (black curve) above is the curve of the assist magnitude change with the steering wheel angle before the second compensation coefficient compensates the basic assist. Figure 7 It can be seen that as the steering wheel turns outward, the power assist increases significantly after the turning angle exceeds the critical value in the first curve. The second curve (gray curve) below is the power assist magnitude change curve with the turning angle after the second compensation coefficient compensates the basic power assist. As the steering wheel turns outward, the power assist increase decreases after the turning angle exceeds the critical value in the second curve, making the driver feel heavier.

[0144] like Figure 8 As shown, Figure 8 This is a schematic diagram of the change in hand force before the second compensation coefficient compensation provided by the embodiment of the present application, wherein the horizontal axis is time and the vertical axis is the hand force value. Fig. 9 As shown, Fig. 9 This is a schematic diagram of the change in hand force after compensation by the second compensation coefficient provided in an embodiment of the present application, wherein the horizontal axis is time and the vertical axis is the hand force value. Figure 8It can be seen that before the second compensation coefficient compensates the basic power, the initial hand force value does not increase significantly with the turning angle. At the end, due to the excessive steering wheel angle, the angle rack will hit the mechanical limit at the end, causing the hand force to suddenly increase. Fig. 9 It can be seen that after the basic power assistance is compensated by the second compensation coefficient, the initial hand force value increases significantly with the turning angle, and even if the steering wheel angle is too large at the end, in the process of the steering wheel gradually changing from the middle position to the end, due to the decrease of the second compensation coefficient, the power assistance decreases accordingly, making the driver's hand feel gradually heavier, and when the angle rack hits the mechanical limit at the end, there will be no sudden "impact feeling", and the hand force will not increase abruptly at the end.

[0145] In this embodiment, the mapping relationship corresponding to a turning angle greater than or equal to a turning angle threshold is determined as a second inverse proportional mapping relationship, and the speed at which the second compensation coefficient changes with the turning angle in the second inverse proportional mapping relationship is greater than the speed at which the second compensation coefficient changes with the turning angle in the first inverse proportional mapping relationship. As a result, when the turning angle of the vehicle increases to a certain extent, the second compensation coefficient can be quickly reduced, and the power assist can respond quickly to changes in the steering wheel position. When the steering wheel angle changes greatly, the driver can quickly perceive the increased hand feel and adjust the vehicle direction in time to avoid vehicle collision.

[0146] In some embodiments, the above-mentioned steering control of the vehicle based on the steering assist includes:

[0147] Obtain the active return parameters, yaw damping parameters, friction compensation parameters and inertia compensation parameters of the steering wheel;

[0148] The vehicle's steering is assisted and controlled according to active self-centering parameters, yaw damping parameters, friction compensation parameters, inertia compensation parameters and steering assistance.

[0149] In this embodiment, the power assist specifically includes basic power assist, active return, yaw damping, friction compensation and inertia compensation. Among them, basic power assist, friction compensation and inertia compensation are positive power assists, and yaw damping is reverse resistance. The basic power assist of the vehicle can be strengthened by compensating the hand torque corresponding to friction compensation and inertia compensation respectively. Active return can take effect when the vehicle is at medium and low speed. When the vehicle is at medium and low speed, the insufficient mechanical return force of the vehicle at this time can be positively compensated by active return. Yaw damping can take effect when the vehicle is at medium and high speed. When the vehicle is at medium and high speed, the large mechanical return force of the vehicle at this time can be reversely limited by yaw damping to prevent the steering wheel from diverging and its frequent shaking in the middle position. When the driver turns the steering wheel outward, active return is resistance; when the driver turns the steering wheel inward, active return is power assist.

[0150] Therefore, after obtaining the steering assist, the vehicle's active return parameters, yaw damping parameters, friction compensation parameters, and inertia compensation parameters can also be obtained. According to the active return parameters, yaw damping parameters, friction compensation parameters, inertia compensation parameters, and steering assist, the vehicle's target assist can be calculated.

[0151] like Fig.10 As shown, Fig.10 A schematic diagram of the power assist calculation logic provided for an embodiment of the present application. The total power assist of the vehicle is calculated through basic power assist, active self-centering, yaw damping, friction compensation and inertia compensation. Among them, the basic power assist can be a positive value or a negative value, which is determined by the specific working conditions. The total power assist is obtained by adding the basic power assist, active self-centering, friction compensation and inertia compensation, and then subtracting the yaw damping. When the basic power assist is compensated by the second compensation coefficient to obtain the steering assist, the total power assist of the vehicle is calculated by the steering assist, active self-centering, yaw damping, friction compensation and inertia compensation. The specific calculation method is the same as the above-mentioned method of calculating the total power assist through the basic power assist. The total power assist is subtracted from the protection force to obtain the output force requested by the vehicle's electric power assist system to the vehicle's actuator (such as a motor). Thus, the output force can assist the driver in controlling the steering of the vehicle.

[0152] This embodiment can more accurately control the steering of the vehicle through active self-centering parameters, yaw damping parameters, friction compensation parameters, inertia compensation parameters and steering assistance, thereby further improving the control accuracy of the vehicle steering.

[0153] In order to better implement the steering control method provided in the embodiment of the present application, the embodiment of the present application also provides a device based on the above steering control method. The meanings of the terms are the same as those in the above steering control method, and the specific implementation details can refer to the description in the method embodiment.

[0154] For example, Fig.11 As shown, the steering control device may include: a frequency division module 501, a first compensation module 502 and a confirmation module 503.

[0155] The frequency division module 501 is used to obtain the torque and the angle of the vehicle steering wheel, and perform frequency division processing on the torque to obtain a first torque and a second torque;

[0156] A first compensation module 502, for obtaining high-frequency assistance according to a first compensation coefficient and a second torque corresponding to the rotation angle;

[0157] The confirmation module 503 is used to determine the steering assistance according to the low-frequency assistance and the high-frequency assistance corresponding to the first torque, and perform steering control on the vehicle according to the steering assistance.

[0158] In one embodiment of the present application, the steering control device further includes:

[0159] A processing unit, used for obtaining a rotation speed of a steering wheel according to a turning angle;

[0160] A query unit, used for querying a preset first mapping relationship to obtain a high-frequency gain coefficient corresponding to a rotation speed;

[0161] The first confirmation unit is used to determine a first compensation coefficient corresponding to the rotation angle according to the high-frequency gain coefficient.

[0162] In one embodiment of the present application, the first confirmation unit includes:

[0163] A first confirmation subunit, used for determining a high frequency gain according to a second moment;

[0164] The second confirmation subunit is used to determine a first compensation coefficient corresponding to the rotation angle according to the high-frequency gain and the high-frequency gain coefficient.

[0165] In one embodiment of the present application, the steering control device further includes:

[0166] A third confirmation unit, used for determining a low-frequency gain according to the first torque;

[0167] The second compensation unit is used to compensate the force corresponding to the first torque according to the low-frequency gain to obtain a low-frequency assist force corresponding to the first torque.

[0168] In an embodiment of the present application, the confirmation module 503 includes:

[0169] A second confirmation unit is used to determine a basic steering wheel assist according to a low-frequency assist and a high-frequency assist corresponding to the first torque;

[0170] The first compensation unit is used to compensate the basic power assistance according to the second compensation coefficient corresponding to the steering angle to obtain the steering power assistance.

[0171] In one embodiment of the present application, the first compensation unit includes:

[0172] A correction unit, used for performing stability correction on the basic power assist to obtain a corrected basic power assist;

[0173] The third compensation unit is used to compensate the corrected basic power assistance according to the second compensation coefficient corresponding to the steering angle to obtain the steering power assistance.

[0174] In one embodiment of the present application, the third compensation unit is specifically used for:

[0175] Get the vehicle speed;

[0176] The corrected basic power assist is compensated according to the second compensation coefficient corresponding to the turning angle and the third compensation coefficient corresponding to the vehicle speed to obtain the steering assist.

[0177] In one embodiment of the present application, the steering control device further includes:

[0178] A comparison unit, used for comparing the turning angle with a preset turning angle threshold to obtain a comparison result;

[0179] An acquiring unit, used for acquiring a second mapping relationship corresponding to the turning angle according to the comparison result;

[0180] The mapping unit is used to query the second mapping relationship according to the rotation angle to obtain a second compensation coefficient corresponding to the rotation angle.

[0181] In one embodiment of the present application, the acquisition unit includes:

[0182] A fourth confirmation unit, configured to determine that the first inverse proportional mapping relationship corresponding to the rotation angle is the second mapping relationship if the rotation angle is less than the rotation angle threshold;

[0183] A fifth confirmation unit, configured to determine that the second inverse proportional mapping relationship corresponding to the rotation angle is the second mapping relationship if the rotation angle is greater than or equal to the rotation angle threshold;

[0184] The speed at which the second compensation coefficient in the second inverse proportional mapping relationship changes with the rotation angle is greater than the speed at which the second compensation coefficient in the first inverse proportional mapping relationship changes with the rotation angle.

[0185] In one embodiment of the present application, the steering control device further includes:

[0186] A first auxiliary unit is used to obtain active return parameters, yaw damping parameters, friction compensation parameters and inertia compensation parameters of the steering wheel;

[0187] The second auxiliary unit is used for assisting the steering control of the vehicle according to the active self-centering parameter, the yaw damping parameter, the friction compensation parameter, the inertia compensation parameter and the steering assist.

[0188] In specific implementation, the above modules can be implemented as independent entities, or can be arbitrarily combined and implemented as the same or several entities. The specific implementation methods and corresponding beneficial effects of the above modules can be found in the previous method embodiments, which will not be repeated here.

[0189] The embodiment of the present application also provides a vehicle, in which the electronic device may be a terminal, etc. Fig.12 As shown, it shows a schematic diagram of the structure of the electronic device in the vehicle involved in the embodiment of the present application, specifically:

[0190] The electronic device may include components such as a processor 601 with one or more processing cores, a memory 602 with one or more computer-readable storage media, a power supply 603, and an input unit 604. Those skilled in the art will appreciate that Fig.12 The electronic device structure shown in the figure does not constitute a limitation on the electronic device, and may include more or fewer components than shown in the figure, or combine certain components, or arrange the components differently.

[0191] The processor 601 is the control center of the electronic device, which uses various interfaces and lines to connect various parts of the entire electronic device, and executes various functions of the electronic device and processes data by running or executing computer programs and / or modules stored in the memory 602, and calling data stored in the memory 602. Optionally, the processor 601 may include one or more processing cores; preferably, the processor 601 may integrate an application processor and a modem processor, wherein the application processor mainly processes the operating system, user interface, and application programs, and the modem processor mainly processes wireless communications. It is understandable that the above-mentioned modem processor may not be integrated into the processor 601.

[0192] The memory 602 can be used to store computer programs and modules. The processor 601 executes various functional applications and data processing by running the computer programs and modules stored in the memory 602. The memory 602 may mainly include a program storage area and a data storage area, wherein the program storage area may store an operating system, a computer program required for at least one function (such as a sound playback function, an image playback function, etc.), etc.; the data storage area may store data created according to the use of the electronic device, etc. In addition, the memory 602 may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one disk storage device, a flash memory device, or other volatile solid-state storage devices. Accordingly, the memory 602 may also include a memory controller to provide the processor 601 with access to the memory 602.

[0193] The electronic device also includes a power supply 603 for supplying power to each component. Preferably, the power supply 603 can be logically connected to the processor 601 through a power management system, so as to manage charging, discharging, power consumption and other functions through the power management system. The power supply 603 can also include one or more DC or AC power supplies, recharging systems, power failure detection circuits, power converters or inverters, power status indicators and other arbitrary components.

[0194] The electronic device may further include an input unit 604, which may be used to receive input digital or character information and generate keyboard, mouse, joystick, optical or trackball signal input related to user settings and function control.

[0195] Although not shown, the electronic device may further include a display unit, etc., which will not be described in detail herein. Specifically in this embodiment, the processor 601 in the electronic device will load the executable files corresponding to the processes of one or more computer programs into the memory 602 according to the following instructions, and the processor 601 will run the computer programs stored in the memory 602, thereby realizing various functions, such as:

[0196] Obtaining the torque and the angle of the vehicle steering wheel, and performing frequency division processing on the torque to obtain a first torque and a second torque;

[0197] According to the first compensation coefficient and the second torque corresponding to the turning angle, high-frequency assistance is obtained;

[0198] The steering assist is determined according to the low-frequency assist and the high-frequency assist corresponding to the first torque, and the vehicle is steered according to the steering assist.

[0199] The specific implementation methods and corresponding beneficial effects of the above operations can be found in the detailed description of the steering control method above, which will not be elaborated here.

[0200] Those skilled in the art will appreciate that all or part of the steps in the various methods of the above embodiments may be completed by a computer program, or by controlling related hardware through a computer program. The computer program may be stored in a computer-readable storage medium and loaded and executed by a processor.

[0201] To this end, an embodiment of the present application provides a computer-readable storage medium, in which a computer program is stored, and the computer program can be loaded by a processor to execute the steps in any one of the steering control methods provided in the embodiments of the present application. For example, the computer program can execute the following steps:

[0202] Obtaining the torque and the angle of the vehicle steering wheel, and performing frequency division processing on the torque to obtain a first torque and a second torque;

[0203] According to the first compensation coefficient and the second torque corresponding to the turning angle, high-frequency assistance is obtained;

[0204] The steering assist is determined according to the low-frequency assist and the high-frequency assist corresponding to the first torque, and the vehicle is steered according to the steering assist.

[0205] The specific implementation methods and corresponding beneficial effects of the above operations can be found in the previous embodiments, which will not be described in detail here.

[0206] The computer-readable storage medium may include: a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, etc.

[0207] Since the computer program stored in the computer-readable storage medium can execute the steps in any steering control method provided in the embodiments of the present application, the beneficial effects that can be achieved by any steering control method provided in the embodiments of the present application can be achieved. Please refer to the previous embodiments for details and will not be repeated here.

[0208] According to one aspect of the present application, a computer program product or computer program is provided, the computer program product or computer program includes computer instructions, the computer instructions are stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device performs the above-mentioned steering control method.

[0209] The above is a detailed introduction to a steering control method, device, vehicle and computer-readable storage medium provided in the embodiments of the present application. Specific examples are used herein to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the method of the present application and its core idea. At the same time, for technical personnel in this field, according to the ideas of the present application, there will be changes in the specific implementation methods and application scopes. In summary, the content of this specification should not be understood as a limitation on the present application.

Claims

1. A steering control method, It is characterized in that include: Acquire the torque and the angle of the steering wheel of the vehicle, and perform frequency division processing on the torque to obtain a first torque and a second torque; Obtaining a rotation speed of the steering wheel according to the rotation angle; Querying a preset first mapping relationship to obtain a high-frequency gain coefficient corresponding to the rotation speed; Determining a first compensation coefficient corresponding to the rotation angle according to the high-frequency gain coefficient; obtaining a high-frequency assist according to a first compensation coefficient corresponding to the rotation angle and the second torque; determining a steering assist according to the low-frequency assist and the high-frequency assist corresponding to the first torque, and performing steering control on the vehicle according to the steering assist; The determining, according to the high-frequency gain coefficient, a first compensation coefficient corresponding to the rotation angle comprises: determining a high frequency gain according to the second moment; A first compensation coefficient corresponding to the rotation angle is determined according to the high-frequency gain and the high-frequency gain coefficient.

2. The steering control method according to claim 1, It is characterized in that In the first mapping relationship, the rotation speed and the high-frequency gain coefficient are in an inverse proportional mapping relationship.

3. The steering control method according to claim 1, It is characterized in that Before determining the steering assist according to the low-frequency assist and the high-frequency assist corresponding to the first torque, the method further includes: determining a low-frequency gain according to the first torque; The force corresponding to the first torque is compensated according to the low-frequency gain to obtain a low-frequency assist force corresponding to the first torque.

4. The steering control method according to claim 1, It is characterized in that The determining the steering assistance according to the low-frequency assistance and the high-frequency assistance corresponding to the first torque includes: determining a basic assistance of the steering wheel according to the low-frequency assistance and the high-frequency assistance corresponding to the first torque; The basic power assist is compensated according to a second compensation coefficient corresponding to the turning angle to obtain the steering power assist.

5. The steering control method according to claim 4, It is characterized in that The step of compensating the basic power assist according to the second compensation coefficient corresponding to the turning angle to obtain the steering power assist comprises: Performing stability correction on the basic assist force to obtain a corrected basic assist force; The corrected basic power assist is compensated according to a second compensation coefficient corresponding to the steering angle to obtain the steering power assist.

6. The steering control method according to claim 5, It is characterized in that The step of compensating the corrected basic power assist according to the second compensation coefficient corresponding to the steering angle to obtain the steering assist comprises: Obtaining the speed of the vehicle; The corrected basic power assist is compensated according to a second compensation coefficient corresponding to the turning angle and a third compensation coefficient corresponding to the vehicle speed to obtain the steering power assist.

7. The steering control method according to claim 4, It is characterized in that Before compensating the basic power assist according to the second compensation coefficient corresponding to the turning angle to obtain the steering assist, the method further includes: Comparing the rotation angle with a preset rotation angle threshold to obtain a comparison result; According to the comparison result, obtaining a second mapping relationship corresponding to the rotation angle; The second mapping relationship is queried according to the rotation angle to obtain a second compensation coefficient corresponding to the rotation angle.

8. The steering control method according to claim 7, It is characterized in that The acquiring, according to the comparison result, a second mapping relationship corresponding to the rotation angle comprises: If the rotation angle is less than the rotation angle threshold, determining the first inverse proportional mapping relationship corresponding to the rotation angle as the second mapping relationship; If the rotation angle is greater than or equal to the rotation angle threshold, determining that the second inverse proportional mapping relationship corresponding to the rotation angle is the second mapping relationship; The speed at which the second compensation coefficient in the second inverse proportional mapping relationship changes with the rotation angle is greater than the speed at which the second compensation coefficient in the first inverse proportional mapping relationship changes with the rotation angle.

9. The steering control method according to any one of claims 1 to 8, It is characterized in that The step of controlling the steering of the vehicle according to the steering assistance comprises: Obtaining active return parameters, yaw damping parameters, friction compensation parameters and inertia compensation parameters of the steering wheel; The steering of the vehicle is assisted and controlled according to the active self-centering parameter, the yaw damping parameter, the friction compensation parameter, the inertia compensation parameter and the steering assist.

10. A steering control device, It is characterized in that include: A frequency division module, used for acquiring the torque and the angle of the steering wheel of the vehicle, and performing frequency division processing on the torque to obtain a first torque and a second torque; a first compensation module, configured to obtain high-frequency assistance according to a first compensation coefficient corresponding to the rotation angle and the second torque; a confirmation module, configured to determine a steering assist according to the low-frequency assist and the high-frequency assist corresponding to the first torque, and perform steering control on the vehicle according to the steering assist; A processing unit, used for obtaining a rotation speed of a steering wheel according to a turning angle; A query unit, used for querying a preset first mapping relationship to obtain a high-frequency gain coefficient corresponding to a rotation speed; A first confirmation unit, used to determine a first compensation coefficient corresponding to the rotation angle according to the high-frequency gain coefficient; The first confirmation unit includes: A first confirmation subunit, used for determining a high frequency gain according to a second moment; The second confirmation subunit is used to determine a first compensation coefficient corresponding to the rotation angle according to the high-frequency gain and the high-frequency gain coefficient.

11. A vehicle, It is characterized in that The invention comprises a processor and a memory, wherein the memory stores a computer program, and the processor is used to run the computer program in the memory to execute the steering control method according to any one of claims 1 to 9.

12. A computer-readable storage medium, It is characterized in that The computer-readable storage medium stores a computer program, and the computer program is suitable for being loaded by a processor to execute the steering control method according to any one of claims 1 to 9.

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