Steering assist motor control method and device, controller, vehicle and medium

Abstract

The application relates to the technical field of vehicles and discloses a steering assist motor control method, a steering assist motor control device, a controller, a vehicle and a medium, so as to solve the technical problem that the traditional scheme can cause non-shimmy problem miscompensation and cannot effectively solve the steering wheel shimmy problem. The method part comprises the following steps: acquiring a steering wheel torque characteristic frequency; judging whether the steering wheel is subjected to unbalanced excitation of a shimmy excitation source; when it is judged that the steering wheel is subjected to unbalanced excitation of the shimmy excitation source, acquiring a compensation torque of a steering assist motor according to the steering wheel torque characteristic frequency; and outputting the compensation torque to the steering assist motor.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a steering assist motor control method and device, a controller, a vehicle and a medium. BACKGROUND

[0002] The vibration of the steering wheel mainly includes two kinds, one is the up and down or left and right vibration of the steering wheel, and the other is the torsional vibration of the steering wheel around the axis. When the periodic excitation frequency from the automobile wheel or the transmission system is consistent with the natural frequency of the steering system, the resonance of the steering system will be caused, and the steering wheel will be further vibrated. These interference factors are the disturbances caused by the unbalanced mass of the steering wheel or the transmission shaft.

[0003] The inventor found that the current method for suppressing the steering wheel vibration of the automobile is to control the output of the assist steering motor of the electric power steering system of the automobile. The assist steering motor is controlled by judging the size of the torque vibration and outputting the compensation torque, which will cause the false compensation of the non-vibration problem and cannot effectively solve the steering wheel vibration problem. SUMMARY

[0004] The present application provides a steering assist motor control method, device, controller, vehicle and medium to solve the technical problem that the traditional scheme will cause the false compensation of the non-vibration problem and cannot effectively solve the steering wheel vibration problem.

[0005] In a first aspect, a steering assist motor control method is provided, comprising:

[0006] obtaining a steering wheel torque characteristic frequency;

[0007] judging whether the steering wheel is subjected to unbalanced excitation of the vibration excitation source;

[0008] when it is judged that the steering wheel is subjected to unbalanced excitation of the vibration excitation source, obtaining a compensation torque of the steering assist motor according to the steering wheel torque characteristic frequency;

[0009] outputting the compensation torque to the steering assist motor.

[0010] The scheme uses the judgment of the vibration excitation source first, and finally outputs the compensation torque according to the steering wheel torque characteristic frequency, rather than directly compensating the torque according to the yaw torque, so that the steering assist motor end can be effectively suppressed according to the frequency and torque characteristics of the vibration excitation source, without causing the false compensation of the non-vibration problem. The driver and the intelligent driving system (ADAS) are effectively prevented from being disturbed by the vibration torque during driving, and the steering wheel vibration problem is effectively solved.

[0011] Further, the judging whether the steering wheel is subjected to unbalanced excitation of the shimmy excitation source comprises:

[0012] The steering wheel shimmy excitation frequency is acquired, and the steering wheel shimmy moment is acquired.

[0013] According to the steering wheel shimmy excitation frequency, the steering wheel moment characteristic frequency and the steering wheel shimmy moment, it is judged whether the steering wheel is subjected to unbalanced excitation.

[0014] Further, the judging whether the steering wheel is subjected to unbalanced excitation of the shimmy excitation source comprises:

[0015] When the absolute value of the difference between the steering wheel shimmy excitation frequency and the steering wheel moment characteristic frequency is less than a preset frequency value, and the steering wheel shimmy moment is greater than a preset yaw moment, it is determined that the steering wheel is subjected to unbalanced excitation.

[0016] When the absolute value of the difference is greater than or equal to the preset frequency value, or the steering wheel shimmy moment is less than or equal to the preset yaw moment, it is determined that the steering wheel is not subjected to unbalanced excitation.

[0017] It can be seen that in this embodiment, a method for judging whether the steering wheel is subjected to wheel dynamic unbalance or transmission shaft dynamic unbalance excitation by using the steering wheel shimmy excitation frequency is provided. Since the relationship between the steering wheel shimmy excitation frequency and the corresponding moment characteristic frequency is considered, the shimmy excitation source causing dynamic unbalance excitation can be accurately and effectively identified.

[0018] Further, the steering wheel shimmy excitation frequency comprises a tire excitation frequency corresponding to the dynamic unbalance of the tire, and / or a transmission shaft excitation frequency corresponding to the dynamic unbalance of the transmission shaft of the transmission system.

[0019] This scheme refines several cases of the steering wheel shimmy excitation frequency, and can effectively solve the steering wheel shimmy problem in these cases, thereby improving the adaptability and application scenarios of the scheme.

[0020] Further, the transmission shaft excitation frequency is calculated by the following method:

[0021] The transmission parameters of the transmission system are acquired, the transmission parameters comprising a main reduction ratio, and the transmission shaft excitation frequency is calculated by using the main reduction ratio and the tire excitation frequency.

[0022] Or;

[0023] The transmission parameters of the transmission system are acquired, the transmission parameters comprising a main reduction ratio and a gear ratio, and the transmission shaft excitation frequency is calculated by using the main reduction ratio, the gear ratio and the tire excitation frequency.

[0024] The calculation method of the tire excitation frequency and the drive shaft excitation frequency is explicitly provided, ensuring the implementability of the scheme, and it is worth mentioning that the calculation of the excitation frequency based on the tire circumference and the transmission ratio of the transmission system is equivalent to a simplified algorithm that replaces the dynamic method with a static method, improving the calculation real-time and efficiency of the scheme and improving the operation efficiency of the software method.

[0025] Further, the compensation torque of the steering assist motor is obtained according to the characteristic frequency of the steering wheel torque, comprising:

[0026] Collecting a target characteristic frequency in a preset frequency range of the characteristic frequency of the steering wheel torque;

[0027] Band-pass filtering the target characteristic frequency to obtain a steering wheel shimmy torque;

[0028] According to the steering wheel shimmy torque, the compensation torque of the steering assist motor is obtained.

[0029] A specific acquisition method of the steering wheel shimmy torque is provided. In actual tire rotation, the tire tread deforms and recovers, and the excitation frequency has a certain error. In order to reduce the calculation error caused by this part of the error, an estimated error of the steering wheel shimmy excitation frequency within a certain range is introduced for error compensation, thereby improving the calculation accuracy of the steering wheel shimmy torque and reducing the torque error, and ensuring that the steering wheel shimmy problem is solved.

[0030] Further, the compensation torque of the steering assist motor is obtained according to the steering wheel shimmy torque, comprising:

[0031] In the pre-labeled compensation torque table, the labeled torque corresponding to the steering wheel shimmy torque is queried as the compensation torque, wherein the phase of the compensation torque is opposite to the phase of the steering wheel shimmy torque, and the frequency of the compensation torque is the same as the frequency of the steering wheel shimmy torque.

[0032] In this way, the rationality of the calculated compensation torque can be further improved.

[0033] Further, before judging whether the steering wheel is unbalancedly excited by the shimmy excitation source, the method further comprises:

[0034] Judging the driving state of the vehicle;

[0035] When the driving state is in a preset driving state, judging the steering state of the driver;

[0036] When the vehicle is in a preset steering state, the step of judging whether the steering wheel is unbalancedly excited by the shimmy excitation source is triggered.

[0037] The condition judgment of the state is performed before the compensation logic is executed, so as to accurately and effectively identify the steering wheel shimmy, improve the steering wheel shimmy identification efficiency, and reduce subsequent unnecessary frequency calculation and the like.

[0038] Further, the preset driving state includes a fast driving state with a speed higher than a preset speed value, or a straight driving state.

[0039] The preset driving state and the preset steering state are refined, and the application scenarios of the present application are enriched. The probability of the steering wheel shimmy is relatively large in a specific scenario, and the probability of the steering wheel shimmy is relatively large when the vehicle is fast and straight and the driver does not turn the steering wheel obviously. Therefore, the condition judgment of the steering wheel shimmy is performed.

[0040] Further, the obtaining of the steering wheel torque characteristic frequency comprises:

[0041] The steering wheel torque signal is collected.

[0042] The collected steering wheel torque signal is converted into a torque signal in the frequency domain by using a Fourier transform method.

[0043] The frequency value corresponding to the torque peak value is extracted from the torque signal as the steering wheel torque characteristic frequency.

[0044] The time domain signal can be quickly converted into a frequency signal by using the Fourier transform method. The processing method is mature, simple, and easy to integrate, and can reduce the complexity of the software module and improve the confidence.

[0045] In a second aspect, a steering assist motor control device is provided, comprising:

[0046] An obtaining module is configured to obtain a steering wheel torque characteristic frequency.

[0047] A processing module is configured to judge whether the steering wheel is subjected to unbalanced excitation of a shimmy excitation source.

[0048] When it is judged that the steering wheel is subjected to unbalanced excitation of the shimmy excitation source, a compensation torque of the steering assist motor is obtained according to the steering wheel torque characteristic frequency.

[0049] A sending module is configured to output the compensation torque to the steering assist motor.

[0050] In a third aspect, a controller is provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the steering assist motor control method according to any one of the preceding aspects are implemented.

[0051] In a fourth aspect, a vehicle is provided, the vehicle comprising a steering assist system and the controller, wherein the controller is connected to a steering assist motor of the steering assist system.

[0052] Further, the controller is a vehicle domain controller in the vehicle.

[0053] The integration in the vehicle domain controller can be implemented to be independent of the ECU of the steering assist motor, so that the degree of freedom is high for software logic modification, calibration, opening and closing, and can be independent of the ECU of the part, facilitating the integration of software functions by the vehicle manufacturer, saving development time and development cost, improving the integration of vehicle control, and achieving the goal of reducing cost and increasing efficiency.

[0054] In a fifth aspect, a computer readable storage medium is provided, the computer readable storage medium storing a computer program, the computer program being executed by a processor to implement the steps of the steering assist motor control method according to any one of the preceding aspects.

[0055] In one of the above-mentioned schemes, the current steering wheel torque characteristic frequency is used to determine the shimmy excitation source first, and the compensation torque is finally output. Instead of directly compensating the torque according to the yaw moment, the output torque of the motor end can be effectively suppressed according to the frequency and torque characteristics of the shimmy excitation source, without false compensation for non-shimmy problems. The interference of the shimmy torque during driving is effectively reduced, and the steering wheel shimmy problem is effectively solved. BRIEF DESCRIPTION OF DRAWINGS

[0056] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the description of the embodiments of the present application. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0057] Figure 1 is a system schematic diagram of a steering assist motor control system in an embodiment of the present application;

[0058] Figure 2 is a flowchart of a steering assist motor control method in an embodiment of the present application;

[0059] Figure 3 is a structural schematic diagram of a steering system in an embodiment of the present application;

[0060] Figure 4 is a condition schematic diagram of the steering assist motor control method of Figure 2 ​

[0061] Figure 5 is a flowchart of extracting the steering wheel feature frequency f1 / f2 in an embodiment of the present application;

[0062] Figure 6 is a structural diagram of a steering assist motor control device in an embodiment of the present application;

[0063] Figure 7 is a structural diagram of a controller in an embodiment of the present application. DETAILED DESCRIPTION

[0064] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of the present application.

[0065] The embodiments of the present application mainly provide a steering assist motor control method, which is applied to various vehicles, including a steering assist motor control system, such as Figure 1 shown, Figure 1 is a structural diagram of a steering assist motor control system in an embodiment of the present application, which includes an electric power steering system (EPS) and a controller. The electric power steering system includes a steering assist motor, which is exemplarily shown in Figure 1 The controller can be a zonal control unit (ZCU) of the whole vehicle, a controller of a local control domain, or an electronic control unit (ECU) in the power steering system, and the specific limitation is not made. It is worth noting that, when implemented as the zonal control unit of the whole vehicle, the ECU of the steering assist motor can be separated, so that the software logic modification, calibration, opening and closing are facilitated, the degree of freedom is high, the ECU can be separated from the parts, the software function integration of the whole vehicle factory is facilitated, the development time and cost are saved, the integration degree of the whole vehicle control is improved, the target of reducing cost and increasing efficiency is achieved, and the present application includes Figure 1 is taken as an example of the controller as the zonal control unit ZCU. As an example, the controller is used to implement the steering assist motor control method provided in the embodiments of the present application, the shimmy is judged by using the whole vehicle signal, and the output compensation torque is compensated to the steering assist motor by the ZCU control command, so as to control the steering assist motor. After receiving the ZCU control command, the steering assist motor controls the motor torque output by using the compensation torque, so as to compensate the non-shimmy problem, which can effectively eliminate the steering wheel shimmy problem.

[0066] The steering assist motor control method provided by the embodiments of the present application is described in detail below through specific embodiments. In an embodiment, as shown in Figure 2 a steering assist motor control method is provided, including the following steps:

[0067] S10: Obtain the steering wheel torque characteristic frequency.

[0068] S20: Determine whether the steering wheel is subjected to unbalanced excitation of the shimmy excitation source.

[0069] In this embodiment, when some periodic excitation frequencies in the vehicle system are consistent with the natural frequency of the steering system, resonance of the steering system is caused, thereby causing the steering wheel shimmy problem. For example, as shown in Figure 3 the steering wheel shimmy excitation source is generally generated when there is dynamic unbalance in the transmission shaft of the wheel or transmission system. The unbalanced mass generates excitation torque of different frequencies during periodic rotation depending on the speed of the vehicle. When the excitation frequency is close to the modal frequency of the steering system, vibration of the steering wheel occurs. A more serious type is the steering wheel shimmy, that is, the steering wheel is subjected to periodic unbalanced excitation of the transmission system or automobile steering wheel. When the excitation frequency is close to the torsional modal frequency of the steering wheel, resonance of the steering system occurs, and the steering wheel shimmy problem occurs. Therefore, in this embodiment, it is determined whether the steering wheel is subjected to unbalanced excitation of the shimmy excitation source. Exemplary shimmy excitation sources include tire excitation and / or transmission shaft excitation.

[0070] In this embodiment, in addition to the above, the shimmy excitation source can also be a shimmy excitation source that can cause resonance of the steering system when other periodic excitation frequencies in the vehicle system are consistent with the natural frequency of the steering system, without limitation.

[0071] Furthermore, the steering wheel torque characteristic frequency is obtained, wherein the steering wheel torque characteristic frequency is the characteristic frequency of the steering wheel torque signal after collection and identification. In combination with the above-mentioned several excitation conditions, when there is tire excitation, the steering wheel torque characteristic frequency f1 can be obtained, and when there is transmission shaft dynamic excitation, the steering wheel torque characteristic frequency f2 can be obtained.

[0072] S30: When it is determined that the steering wheel is subjected to unbalanced excitation of the shimmy excitation source, the compensation torque of the steering assist motor is obtained according to the steering wheel torque characteristic frequency.

[0073] S40: Output the compensation torque to the steering assist motor.

[0074] When it is determined that the steering wheel is unbalancedly excited by the shimmy excitation source, a compensation torque of the steering assist motor is obtained according to a characteristic frequency of a steering wheel torque, and the compensation torque is output, so that the final steering assist motor end can be effectively suppressed according to the frequency and torque characteristics of the shimmy excitation source.

[0075] It can be seen that, in this embodiment, a steering assist motor control method is provided, which first determines the shimmy excitation source, and finally outputs a compensation torque according to the characteristic frequency of the steering wheel torque, rather than directly compensating the torque according to the yaw torque, so that the final steering assist motor end can be effectively suppressed according to the frequency and torque characteristics of the shimmy excitation source, without causing false compensation of non-shimmy problems, effectively avoiding the interference of the shimmy torque on the driver and the intelligent driving system (ADAS) during driving, and effectively solving the steering wheel shimmy problem.

[0076] It should be noted that, before performing the above steps S10-S50, in order to accurately determine and compensate the steering wheel shimmy problem, the vehicle signals are first collected, and the vehicle state is determined in combination with the vehicle signals. When the vehicle state meets the preset state, the step S10 is triggered to implement the method. In an embodiment, as shown in Figure 4 Before determining whether the steering wheel is unbalancedly excited by the shimmy excitation source, the method includes:

[0077] S101: determining the driving state of the vehicle;

[0078] S102: when the driving state is in the preset driving state, determining the steering state of the driver;

[0079] S103: when the vehicle is in the preset steering state, triggering the step S20.

[0080] In this embodiment, the driving state of the vehicle is first determined based on the collected vehicle signals. When the driving state is in the preset driving state, the steering state of the driver is further determined. When the vehicle is in the preset steering state, it is determined whether the steering wheel is unbalancedly excited by the shimmy excitation source. That is, when the required steering state and driving state of the driver are met, the probability of the steering wheel shimmy of the vehicle is relatively high. Therefore, the embodiment first determines the state condition before performing the compensation logic, so as to accurately and effectively identify the steering wheel shimmy, improve the steering wheel shimmy identification efficiency, and reduce the subsequent unnecessary frequency calculation process.

[0081] The vehicle signals can include, for example, a gear signal, a vehicle speed signal, a wheel speed signal, a steering wheel torque signal, a steering wheel rotation angle signal, and a steering wheel angular velocity signal, and the driving state is determined according to the received signals. It should be understood that the signals reflect the specific manifestations of the driving state and the steering state, for example, when the gear signal is in the forward gear and the vehicle speed is greater than 65 kph, it is determined that the vehicle is driving at a high speed, and the steering wheel torque signal, the steering wheel rotation angle signal, and the steering wheel angular velocity signal reflect the steering wheel rotation state.

[0082] In an embodiment, the preset driving state includes a high-speed driving state with a speed higher than a preset speed value, or the preset driving state refers to a high-speed driving state and a straight-line driving state, and the preset steering state includes a preset steering wheel rotation state. The preset speed value can be pre-calibrated or set according to experience, for example, 65 kph or 70 kph, and the specific value is not limited. For example, the preset steering wheel rotation state refers to a state in which the driver does not significantly rotate the steering wheel, and the state in which the steering wheel is not significantly rotated is specifically manifested as a steering wheel signal less than a pre-set or pre-calibrated value, and the specific value is not limited.

[0083] It can be seen that in this embodiment, the preset driving state and the preset steering state are further refined to effectively identify the steering wheel shimmy, improve the identification efficiency of the steering wheel shimmy, and reduce the subsequent unnecessary frequency calculation process, and the application scenarios of the present application are enriched. The probability of steering wheel shimmy is relatively large in this specific scenario, and when driving at a high speed and the driver does not significantly rotate the steering wheel, the probability of steering wheel shimmy is relatively large, and this condition is required as a condition for entering the steering wheel shimmy source judgment.

[0084] It should be understood that the preset driving state can also be other driving states, such as a medium-speed driving state, a non-straight-line driving state, and the preset steering state can be other steering forms that affect the steering wheel shimmy. The preset steering wheel rotation state can also be a state in which the steering wheel is not rotated, and the above content is not limited in the present application.

[0085] It should be noted that the steering wheel torque characteristic frequency is mentioned in step S10. In order to reduce the calculation complexity of the software module and improve the confidence of the calculation result, the steering wheel torque characteristic frequency is calculated by the following method:

[0086] S11: Collecting a steering wheel torque signal;

[0087] S12: Using Fourier transform to convert the collected steering wheel torque signal into a torque signal in the frequency domain;

[0088] S13: Extract the frequency value corresponding to the torque peak value from the torque signal as the steering wheel torque characteristic frequency.

[0089] In the acquisition of the steering wheel torque characteristic frequency, the steering wheel torque signal is first collected, which can be obtained from the bus, and then the collected steering wheel torque signal is transformed into a frequency domain signal by using Fourier transform, that is, the collected steering wheel torque signal is converted into a torque signal in the frequency domain dimension, and the conversion mode is shown in the following formula 1:

[0090]

[0091] Wherein, F(w) represents the torque signal in the frequency domain dimension, f(t) represents the steering wheel torque signal in the time domain dimension, w represents the frequency, t represents the time, e -iwt represents a complex function.

[0092] As mentioned before, in the transmission system as shown in Figure 5 , the unbalanced mass point of the wheel will be transmitted to the steering column through the shock of the steering gear, and then to the steering wheel. The steering wheel shimmy excitation source is generally the dynamic unbalance of the wheel or the transmission shaft of the transmission system, so in an embodiment, the steering wheel shimmy excitation frequency includes the tire corresponding tire excitation and / or the transmission shaft corresponding transmission shaft excitation. That is, the steering wheel shimmy excitation provided by the embodiments of the present application includes the following cases: steering wheel shimmy excitation, transmission shaft excitation, tire excitation and transmission shaft excitation, so the corresponding steering wheel torque characteristic frequency of the two steering wheel shimmy excitation sources can be extracted from the torque signal. The steering wheel torque characteristic frequency is the characteristic frequency of the steering wheel torque corresponding to the steering wheel shimmy excitation frequency after the steering wheel torque signal is collected and identified.

[0093] In combination with the above several excitation conditions, when there is tire excitation, the corresponding steering wheel torque characteristic frequency f1 will be obtained, when there is transmission shaft dynamic excitation, the corresponding steering wheel torque characteristic frequency f2 will be obtained. When there is tire and transmission shaft unbalance excitation, there will be a torque peak value in the corresponding frequency signal after Fourier transformation. In this embodiment, the target characteristic frequency corresponding to the torque peak value is extracted from the torque signal as the steering wheel torque characteristic frequency corresponding to the transmission shaft excitation frequency, that is, when there is transmission shaft and tire dynamic unbalance excitation, the corresponding frequency f1 / f2 is extracted.

[0094] It should be noted that in this embodiment, in addition to the above cases, other periodic excitation frequencies in the vehicle system that are consistent with the natural frequency of the steering system may also cause steering system resonance excitation frequencies, which are not limited in detail.

[0095] It can be seen that in this embodiment, a specific way of extracting the steering wheel torque characteristic frequency is provided. The time domain signal can be quickly transformed into a frequency signal through the Fourier transform mode. The processing mode is mature and simple, easy to integrate, and can reduce the complexity of the software module and improve the confidence. It should be noted that in addition to the Fourier transform mode, other processing modes can also be used to extract the steering wheel torque characteristic frequency, and the specific implementation is not limited, such as directly analyzing the torque peak value of the steering wheel torque signal in the time domain to obtain the steering wheel torque characteristic frequency.

[0096] In an embodiment, in order to accurately identify the shimmy state, in this embodiment, a specific implementation of judging whether the steering wheel is subjected to unbalanced excitation of the shimmy excitation source is provided, that is, in step S20, judging whether the steering wheel is subjected to unbalanced excitation of the shimmy excitation source, comprising:

[0097] S21: acquiring the steering wheel shimmy excitation frequency and acquiring the steering wheel shimmy torque;

[0098] S22: judging whether the steering wheel is subjected to unbalanced excitation according to the steering wheel shimmy excitation frequency, the steering wheel torque characteristic frequency, and the steering wheel shimmy torque.

[0099] It can be seen that in this embodiment, a way of determining whether the steering wheel is subjected to wheel dynamic unbalance or transmission shaft dynamic unbalance excitation by using the steering wheel shimmy excitation frequency is provided. Since the relationship between the steering wheel shimmy excitation frequency and the corresponding torque characteristic frequency is considered, the shimmy excitation source causing the dynamic unbalance excitation can be accurately and effectively identified.

[0100] In an embodiment, the steering wheel shimmy excitation frequency includes a tire excitation frequency f3 corresponding to the dynamic unbalance of the tire, and / or a transmission shaft excitation frequency f4 corresponding to the dynamic unbalance of the transmission shaft of the transmission system.

[0101] This embodiment details several cases of the steering wheel shimmy excitation frequency, which can effectively solve the steering wheel shimmy problem and improve the adaptability and application scenarios of the scheme.

[0102] It should be understood that the steering wheel torque characteristic frequency is obtained by analyzing the collected steering wheel torque signal, and the calculation method of the tire excitation frequency and the transmission shaft excitation frequency is related to the current vehicle speed, tire parameters, and transmission parameters.

[0103] In an embodiment, the transmission shaft excitation frequency is calculated by: acquiring the transmission parameters of the transmission system, the transmission parameters including the main reduction ratio, and calculating the transmission shaft excitation frequency by using the main reduction ratio and the tire excitation frequency; or acquiring the transmission parameters of the transmission system, the transmission parameters including the main reduction ratio and the gear ratio, and calculating the transmission shaft excitation frequency by using the main reduction ratio, the gear ratio, and the tire excitation frequency.

[0104] For example, for a vehicle with a 235 / 55R19 tire and a speed of 100 kph, the tire excitation frequency is calculated as follows:

[0105] Tire circumference L = (section width * flatness * 2 + rim size (inches) * 25.4) * 3.14 / 1000 = (235 * 0.55 * 2 + 19 * 25.4) * 3.14 / 1000 = 2.327 m, formula 2;

[0106] When the tire is in dynamic imbalance, the tire excitation frequency generated by the vehicle speed of 100 kph is:

[0107] f3 (Hz) = V_Speed / 3.6 / (tire circumference L) = 100 / 3.6 / 2.327 = 11.9 Hz, formula 3;

[0108] It should be noted that this example is only an example, when other types of tires or speeds are used, the above formula 2 and formula 3 can be modified accordingly to accurately obtain the tire excitation frequency generated by the tire parameters and the speed. The specific is not limited.

[0109] In this embodiment, according to the difference of the transmission system of the vehicle, two kinds of calculation methods of the drive shaft excitation frequency are provided respectively, specifically, when the drive shaft is in dynamic imbalance, the calculation formula is as follows:

[0110] f4 = f3 / i1_main reduction ratio; f4' = f3 / i1_main reduction ratio / i2_gear ratio, formula 4

[0111] f4 and f4', respectively, are the corresponding drive shaft excitation frequency calculation methods under two kinds of transmission systems, which are related to the transmission ratio, wherein f3 in formula 4 represents the tire excitation frequency, and the calculation formula can be referred to the aforementioned formula 3, which is not limited here.

[0112] It should be noted that the steering wheel oscillation torque can be obtained by referring to the description of the subsequent embodiments, which is not repeated here.

[0113] In this embodiment, the calculation methods of tire excitation frequency and drive shaft excitation frequency are provided, which ensures the feasibility of the scheme, and it is worth mentioning that the calculation of excitation frequency based on tire circumference and transmission ratio of transmission system is equivalent to using a static method instead of a dynamic method to simplify the algorithm, which improves the calculation real-time and efficiency of the scheme and improves the software method operation efficiency.

[0114] Further, in step S22, whether the steering wheel is subjected to unbalanced excitation is determined according to the steering wheel swing excitation frequency, the steering wheel torque characteristic frequency and the steering wheel swing torque, including:

[0115] S221: When the absolute value of the difference between the steering wheel swing excitation frequency and the steering wheel torque characteristic frequency is less than a preset frequency value, and the steering wheel swing torque is greater than a preset yaw torque, it is determined that the steering wheel is subjected to unbalanced excitation.

[0116] S222: When the absolute value of the difference is greater than or equal to the preset frequency value, or the steering wheel swing torque is less than or equal to the preset yaw torque, it is determined that the steering wheel is not subjected to unbalanced excitation.

[0117] In this embodiment, a specific implementation of determining whether the steering wheel is subjected to unbalanced excitation according to the steering wheel swing excitation frequency, the steering wheel torque characteristic frequency and the steering wheel swing torque is provided. First, the steering wheel swing excitation frequency is compared with the corresponding steering wheel torque characteristic frequency, and the size of the obtained steering wheel swing torque is determined. When the absolute value of the difference between the steering wheel swing excitation frequency and the steering wheel torque characteristic frequency is less than a preset frequency value, and the steering wheel swing torque is greater than a preset yaw torque, it is determined that the steering wheel is subjected to unbalanced excitation. When the absolute value of the difference is greater than or equal to the preset frequency value, or the steering wheel swing torque is less than or equal to the preset yaw torque, it is determined that the steering wheel is not subjected to unbalanced excitation. The preset frequency value and the preset yaw torque are empirical values. For example, the preset frequency value can be 2 Hz, and the preset yaw torque is 0.3 Nm. They can be obtained through test evaluation, and are not limited in particular.

[0118] For example, the comparison process is described by taking the steering wheel swing excitation frequency including the tire excitation frequency f3 and the transmission shaft excitation frequency f4 (or f4') as an example. The tire excitation frequency f3 corresponds to the steering wheel torque characteristic frequency f1, and the transmission shaft excitation frequency f4 corresponds to the steering wheel torque characteristic frequency f2. If f1 and f3, f2 and f4 (or f4') have the same frequency, and the steering wheel swing torque T>T1 (for example, within 0.3 Nm or other values), it is determined that the steering wheel is subjected to unbalanced excitation of the wheel or the transmission shaft, and the torque compensation of the power-assisted steering motor needs to be activated. The specific determination logic can be shown in the following formula:

[0119] |f1-f3|<2Hz, Formula 5;

[0120] |f2-f4|<2Hz (or |f2-f4'|<2Hz), Formula 6;

[0121] T>T1 (T1 is set to 0.3 Nm by default), Formula 7;

[0122] The data in the above formula is only illustrative and does not constitute a limitation.

[0123] It can be seen that in this embodiment, a mode for determining whether the steering wheel is excited by the wheel dynamic imbalance or the drive shaft dynamic imbalance is provided by using the steering wheel swing excitation frequency. Since the relationship between the steering wheel swing excitation frequency and the corresponding torque characteristic frequency is considered, the swing excitation source causing the dynamic imbalance excitation can be accurately and effectively identified. In other embodiments, a mode for determining whether the steering wheel is excited by the imbalance can also be provided according to the steering wheel swing excitation frequency, the steering wheel torque characteristic frequency and the steering wheel swing torque, for example, when the absolute value of the difference between the steering wheel swing excitation frequency and the steering wheel torque characteristic frequency is less than a preset frequency value, and the steering wheel swing torque is greater than a preset yaw torque, the direction of the steering wheel swing torque is further determined, and when the direction is consistent with a preset direction, it is determined that the steering wheel is excited by the imbalance.

[0124] As described above, in the process of the embodiments of the present application, the steering wheel swing torque also needs to be obtained. In order to improve the calculation accuracy of the steering wheel swing torque and reduce the torque error, the embodiments also provide an implementation mode for obtaining the steering wheel swing torque. In an embodiment, the compensation torque of the steering assist motor is obtained according to the steering wheel torque characteristic frequency in step S30, which includes:

[0125] S31: Collecting a target characteristic frequency in a preset frequency range of the steering wheel torque characteristic frequency;

[0126] S32: Band-pass filtering the target characteristic frequency to obtain the steering wheel swing torque;

[0127] S33: Obtaining the compensation torque of the steering assist motor according to the steering wheel swing torque.

[0128] In this embodiment, after the steering wheel torque signal is collected, the torque signal value is band-pass filtered, and the frequencies in the preset frequency range of the steering wheel torque characteristic frequency are collected as the target characteristic frequencies, for example, the frequencies near the steering wheel torque characteristic frequency f1 and the steering wheel torque characteristic frequency f2 are collected, and the reverse compensation output compensation torque is performed. Please refer to formula 3. Taking the steering wheel torque characteristic frequency f1 as an example, the characteristic frequencies at different speed points are calculated according to the vehicle speed according to formula 3, so as to obtain the target characteristic frequencies in the preset frequency range of the steering wheel torque characteristic frequency f1. Illustratively, the preset frequency range can be a range of plus or minus 2 Hz, or a range of plus or minus 3 Hz, etc. The specific range is not limited. The processing of the steering wheel torque characteristic frequency f2 is similar and is not described here. The size of the swing torque is further obtained according to the filtering of the characteristic frequency, and a reverse compensation torque is further requested for swing suppression.

[0129] It should be understood that the normal steering operation torque, such as 3Nm, has a low-frequency hand torque 3Nm, and when there is a shimmy, a high-frequency (such as 13Hz, etc.) shimmy torque 0.3Nm is superimposed, and then a band-pass filter is used to filter out the basic hand force 3Nm and other torque signals not of interest, so that the steering wheel shimmy torque can be obtained, and further according to the steering wheel shimmy torque, a reverse compensation torque is requested for shimmy suppression.

[0130] It can be seen that in this embodiment, a specific acquisition method of the steering wheel shimmy torque is provided. In actual tire rotation, there is deformation and recovery of the tire tread, and there is a certain error in the excitation frequency. In order to reduce the calculation error caused by this part of the error, an estimated error of the steering wheel shimmy excitation frequency within a certain range is introduced for error compensation, thereby improving the calculation accuracy of the steering wheel shimmy torque and reducing the torque error, and ensuring that the steering wheel shimmy problem can be solved.

[0131] It should be noted that after obtaining the steering wheel shimmy torque, the compensation torque of the steering assist motor can be obtained according to the steering wheel shimmy torque and output to the steering assist motor. In one embodiment, a compensation torque that is the same size and opposite phase of the steering wheel shimmy torque is requested for shimmy suppression.

[0132] In another embodiment, in step S33, that is, obtaining the compensation torque of the steering assist motor according to the steering wheel shimmy torque, includes: querying the calibration torque corresponding to the steering wheel shimmy torque from the pre-calibrated compensation torque table as the compensation torque, wherein the phase of the compensation torque is opposite to the phase of the steering wheel shimmy torque, and the frequency of the compensation torque is the same as the frequency of the steering wheel shimmy torque.

[0133] That is, this embodiment provides another specific way of obtaining the compensation torque of the steering assist motor according to the steering wheel shimmy torque. The required compensation torque size can be calibrated to obtain a compensation torque table. The ideal state is that the size of the compensation torque is the same as the steering wheel shimmy torque, the phase is opposite, and the frequency is consistent. After superposition, it is eliminated, and then the ideal state is often inconsistent with the actual state. In order to minimize the compensation error, this embodiment will pre-calibrate the compensation torque table according to the actual situation, query the calibration torque corresponding to the steering wheel shimmy torque as the compensation torque, the phase of the compensation torque is opposite to the phase of the steering wheel shimmy torque, and the frequency of the compensation torque is the same as the frequency of the steering wheel shimmy torque. Through this way, the rationality of the calculated compensation torque can be further improved.

[0134] In an embodiment, the reverse compensation mode is to filter the steering wheel torque value, then output in reverse for specific frequencies, and in the output process, in order to avoid the lag problem of compensation, PID algorithm can also be used for control. Specifically, a PID (proportion, integral, and derivative) algorithm module is provided. Due to the lag and overshoot of the compensation torque and the shimmy torque in the shimmy compensation process, the P coefficient, I coefficient, and D coefficient of the PID algorithm module are used to optimize the response. The specific parameter values can be set in real time. The deviation corresponding to the lag and overshoot is adjusted by the PID algorithm module. The compensation torque calculated by the PID algorithm module is converted into a target steering wheel torque compensation value and then output to the electric power steering motor. The electric power steering motor superimposes the compensation torque obtained on the motor output torque, so as to effectively suppress the frequency and torque characteristics of the shimmy excitation source at the motor end, avoiding the interference of the shimmy torque on the driver and the intelligent driving system (ADAS) during driving.

[0135] In summary, the embodiment of the present application provides an algorithm module that can be integrated into a vehicle domain controller. The module can be integrated into the vehicle controller without the execution mechanism parts ECU. The reverse compensation suppression effect provided by the method of the present application can accurately identify the working condition, frequency, and cause of the steering wheel shimmy, and accurately compensate for the specific frequency band identified, thereby accurately solving the shimmy caused by the dynamic balance problem of the mechanical parts such as the wheels and drive shafts, eliminating the shimmy of the steering wheel, improving the comfort of the driver's operation and the accuracy of the control of the intelligent driving system (ADAS), and reducing the accuracy of the driver's hands-off (steering wheel torque detection) detection, avoiding the torque interference caused by the shimmy to make a mistake.

[0136] It should be understood that the size of the serial number of each step in the above embodiment does not mean the order of execution. The execution order of each process should be determined by its function and inherent logic, and should not constitute any limitation on the implementation process of the embodiment of the present application.

[0137] In an embodiment, a steering assist motor control device is provided, which corresponds to the steering assist motor control method in the above embodiment. As shown in FIG. 10, the steering assist motor control device includes an acquisition module 101, a processing module 102, and a sending module 103. The functions of each module are described in detail as follows: Figure 6

[0138] The acquisition module 101 is configured to acquire the steering wheel torque characteristic frequency.

[0139] ​The processing module 102 is configured to determine whether the steering wheel is subjected to unbalanced excitation of the shimmy excitation source, and when determining that the steering wheel is subjected to unbalanced excitation of the shimmy excitation source, acquire a compensation torque of the power steering motor according to a characteristic frequency of a steering wheel torque;

[0140] The sending module 103 is configured to output the compensation torque to the power steering motor.

[0141] In an embodiment, the processing module 102 is specifically configured to:

[0142] acquire a steering wheel shimmy excitation frequency and acquire a steering wheel shimmy torque;

[0143] determine whether the steering wheel is subjected to unbalanced excitation according to the steering wheel shimmy excitation frequency, the characteristic frequency of the steering wheel torque and the steering wheel shimmy torque.

[0144] In an embodiment, the processing module 102 is specifically configured to:

[0145] when an absolute value of a difference between the steering wheel shimmy excitation frequency and the characteristic frequency of the steering wheel torque is less than a preset frequency value, and the steering wheel shimmy torque is greater than a preset yaw torque, it is determined that the steering wheel is subjected to unbalanced excitation;

[0146] when the absolute value of the difference is greater than or equal to the preset frequency value, or the steering wheel shimmy torque is less than or equal to the preset yaw torque, it is determined that the steering wheel is not subjected to unbalanced excitation.

[0147] In an embodiment, the steering wheel shimmy excitation frequency includes a tire excitation frequency corresponding to dynamic unbalance of the tire, and / or a transmission shaft excitation frequency corresponding to dynamic unbalance of the transmission shaft of the transmission system.

[0148] In an embodiment, the transmission shaft excitation frequency is calculated by the following method:

[0149] acquiring transmission parameters of the transmission system, the transmission parameters including a main reduction ratio, and calculating the transmission shaft excitation frequency by using the main reduction ratio and the tire excitation frequency;

[0150] or;

[0151] acquiring transmission parameters of the transmission system, the transmission parameters including the main reduction ratio and a gear ratio, and calculating the transmission shaft excitation frequency by using the main reduction ratio, the gear ratio and the tire excitation frequency.

[0152] In an embodiment, the processing module 102 is specifically configured to:

[0153] acquire a target characteristic frequency within a preset frequency range of the characteristic frequency of the steering wheel torque;

[0154] band-pass filter the target characteristic frequency to acquire the steering wheel shimmy torque;

[0155] According to the steering wheel shimmy torque, a compensation torque of the steering assist motor is obtained.

[0156] In an embodiment, the processing module 102 is specifically configured to:

[0157] In the pre-calibrated compensation torque table, a calibrated torque corresponding to the steering wheel shimmy torque is queried as the compensation torque, wherein the phase of the compensation torque is opposite to the phase of the steering wheel shimmy torque, and the frequency of the compensation torque is the same as the frequency of the steering wheel shimmy torque.

[0158] In an embodiment, the processing module 102 is specifically configured to:

[0159] determine the driving state of the vehicle;

[0160] when the driving state is in a preset driving state, determine the steering state of the driver;

[0161] when the vehicle is in a preset steering state, a step of determining whether the steering wheel is subjected to unbalanced excitation of the shimmy excitation source is triggered.

[0162] In an embodiment, the preset driving state includes a fast driving state with a speed higher than a preset speed value, or a fast driving state and a straight driving state; and the preset steering state includes a preset steering wheel rotation state.

[0163] In an embodiment, the obtaining module 101 is specifically configured to:

[0164] collect a steering wheel torque signal;

[0165] convert the collected steering wheel torque signal into a torque signal in a frequency domain dimension by using a Fourier transform method;

[0166] extract a frequency value corresponding to a torque peak value from the torque signal as a steering wheel torque characteristic frequency.

[0167] In the embodiments of the present application, a steering assist motor control device is provided, which uses the torque characteristic frequency of the current steering wheel to first determine the shimmy excitation source, and finally outputs the compensation torque, rather than directly compensating the torque according to the yaw torque size, so that the steering assist motor end can be effectively suppressed according to the frequency and torque characteristics of the shimmy excitation source, and the miscompensation of non-shimmy problems is avoided, the interference of the shimmy torque in the driving process is effectively reduced, and the steering wheel shimmy problem is effectively solved.

[0168] The specific limitation of the steering assist motor control device can refer to the limitation of the steering assist motor control method described above, which will not be repeated here. Each module in the above steering assist motor control device can be realized by software, hardware and their combination. The above modules can be embedded in the processor in the controller in hardware form or independent of the processor in the controller, or stored in the memory in the controller in software form, so that the processor calls and executes the corresponding operations of each module.

[0169] In an embodiment, a controller is provided, the internal structure diagram of which can be as shown in Figure 7 The controller can be a whole vehicle domain controller, a local domain controller or an ECU unit in an ESP system, which is not limited specifically. The controller includes a processor, a memory and a network interface connected through a system bus. The processor of the controller is used to provide computing and control capabilities. The memory of the controller includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operating system and the computer program in the non-volatile storage medium to run. The network interface of the processor is used to communicate with actuators and the like through a network connection for sending actuator control parameters. The computer program is executed by the processor to implement a steering assist motor control method.

[0170] In an embodiment, a controller is provided, including a memory, a processor and a computer program stored in the memory and executable on the processor, and the processor implements the following steps when executing the computer program:

[0171] Obtaining a steering wheel torque characteristic frequency;

[0172] Determining whether the steering wheel is subjected to unbalanced excitation of the swing excitation source;

[0173] When it is determined that the steering wheel is subjected to unbalanced excitation of the swing excitation source, obtaining a compensation torque of the steering assist motor according to the steering wheel torque characteristic frequency;

[0174] Outputting the compensation torque to the steering assist motor.

[0175] Among them, the method or function realized by the controller, and the corresponding technical effects can be referred to the corresponding description of the above method and device embodiments, which will not be repeated here.

[0176] In an embodiment, a vehicle is provided, including a steering assist system and a controller as described above, wherein the controller is connected to a steering assist motor of the steering assist system.

[0177] In an embodiment, a computer readable storage medium is provided, and a computer program is stored on the computer readable storage medium. The computer program, when executed by a processor, implements the method of controlling the steering assist motor according to any of the embodiments described above, and thus will not be described again.

[0178] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiments can be completed by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer readable storage medium. When the computer program is executed, the computer program can include the processes of the above-mentioned embodiments. Any reference to memory, storage, database or other medium used in the embodiments provided by the present application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. As an illustration but not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM) and memory bus dynamic RAM (RDRAM), etc.

[0179] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the division of the above-mentioned functional units and modules is exemplified. In actual applications, the above-mentioned functions can be completed by different functional units and modules according to needs, i.e. the internal structure of the device is divided into different functional units or modules to complete all or part of the functions described above.

[0180] The above-described embodiments are only used to illustrate the technical solutions of the present application, but not limit the technical solutions; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that the technical solutions recorded in the foregoing embodiments can be modified, or some technical features can be replaced by equivalent replacements; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. A control method of a power-assisted steering motor, characterized by, The method comprises the following steps: acquiring a steering wheel torque characteristic frequency; determining whether the steering wheel is subjected to unbalanced excitation of a shimmy excitation source; when it is determined that the steering wheel is subjected to unbalanced excitation of the shimmy excitation source, acquiring a compensation torque of a power steering motor according to the steering wheel torque characteristic frequency; outputting the compensation torque to the power steering motor; the determination of whether the steering wheel is subjected to unbalanced excitation of the shimmy excitation source comprises: acquiring a steering wheel shimmy excitation frequency and a steering wheel shimmy torque; when an absolute value of a difference between the steering wheel shimmy excitation frequency and the steering wheel torque characteristic frequency is less than a preset frequency value, and the steering wheel shimmy torque is greater than a preset yaw torque, it is determined that the steering wheel is subjected to unbalanced excitation; when the absolute value of the difference is greater than or equal to the preset frequency value, or the steering wheel shimmy torque is less than or equal to the preset yaw torque, it is determined that the steering wheel is not subjected to unbalanced excitation.

2. The control method of the power steering motor according to claim 1, wherein The steering wheel shimmy excitation frequency comprises a tire excitation frequency corresponding to dynamic unbalance of a tire, and / or a transmission shaft excitation frequency corresponding to dynamic unbalance of a transmission shaft of a transmission system.

3. The control method of the power steering motor according to claim 2, wherein The transmission shaft excitation frequency is calculated by the following method: acquiring transmission parameters of the transmission system, the transmission parameters comprising a main reduction ratio, and calculating the transmission shaft excitation frequency by using the main reduction ratio and a tire excitation frequency; or; acquiring transmission parameters of the transmission system, the transmission parameters comprising a main reduction ratio and a gear ratio, and calculating the transmission shaft excitation frequency by using the main reduction ratio, the gear ratio and a tire excitation frequency.

4. The control method of a power steering motor according to claim 1, wherein The acquisition of the compensation torque of the power steering motor according to the steering wheel torque characteristic frequency comprises: collecting a target characteristic frequency of the steering wheel torque characteristic frequency in a preset frequency range; band-pass filtering the target characteristic frequency to acquire a steering wheel shimmy torque; acquiring the compensation torque of the power steering motor according to the steering wheel shimmy torque.

5. The control method of the power steering motor according to claim 4, wherein The acquisition of the compensation torque of the power steering motor according to the steering wheel shimmy torque comprises: in a pre-labeled compensation torque table, querying a labeled torque corresponding to the steering wheel shimmy torque as the compensation torque, wherein a phase of the compensation torque is opposite to a phase of the steering wheel shimmy torque, and a frequency of the compensation torque is the same as a frequency of the steering wheel shimmy torque.

6. The control method of a power steering motor according to claim 1, wherein Before the determination of whether the steering wheel is subjected to unbalanced excitation of the shimmy excitation source, the method further comprises: determining a driving state of the vehicle; when the driving state is in a preset driving state, determining a steering state of a driver; when the vehicle is in a preset steering state, triggering the step of determining whether the steering wheel is subjected to unbalanced excitation of the shimmy excitation source.

7. The steering assist motor control method according to claim 6, characterized by, The preset driving state comprises a fast driving state with a speed higher than a preset speed value, or a straight driving state. The preset steering state comprises a preset steering wheel rotation state.

8. The control method of a power steering motor according to any one of claims 1 to 7, characterized by, The acquisition of the steering wheel torque characteristic frequency comprises: collecting a steering wheel torque signal; using a Fourier transform method to convert the collected steering wheel torque signal into a torque signal in a frequency domain; Extract the frequency value corresponding to the torque peak value from the torque signal as the steering wheel torque characteristic frequency.

9. A control device for a power-assisted steering motor, characterized by comprising: The method comprises the steps of: acquiring a steering wheel torque characteristic frequency; determining whether the steering wheel is subjected to unbalanced excitation of a shimmy excitation source; when it is determined that the steering wheel is subjected to unbalanced excitation of a shimmy excitation source, acquiring a compensation torque of a steering assist motor according to the steering wheel torque characteristic frequency; outputting the compensation torque to the steering assist motor; the determination of whether the steering wheel is subjected to unbalanced excitation of a shimmy excitation source comprises: acquiring a steering wheel shimmy excitation frequency and a steering wheel shimmy torque; when the absolute value of the difference between the steering wheel shimmy excitation frequency and the steering wheel torque characteristic frequency is less than a preset frequency value, and the steering wheel shimmy torque is greater than a preset yaw torque, it is determined that the steering wheel is subjected to unbalanced excitation; when the absolute value of the difference is greater than or equal to the preset frequency value, or the steering wheel shimmy torque is less than or equal to the preset yaw torque, it is determined that the steering wheel is not subjected to unbalanced excitation.

10. A controller comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, The processor executes the computer program to implement the steps of the steering assist motor control method according to any one of claims 1 to 8.

11. A vehicle characterized by comprising: The vehicle comprises a steering assist system and a controller according to claim 10, wherein the controller is connected to a steering assist motor of the steering assist system.

12. The vehicle of claim 11, wherein, The controller is a vehicle domain controller in the vehicle.

13. A computer-readable storage medium storing a computer program, wherein the computer program comprises the following steps of: The computer program is executed by the processor to implement the steps of the steering assist motor control method according to any one of claims 1 to 8. The computer program is executed by the processor to implement the steps of the steering assist motor control method according to any one of claims 1 to 8.

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