An EPS inertial compensation control method, device, vehicle, medium, and product

Abstract

This invention relates to the field of electric power steering (EPS) technology, and discloses an EPS inertia compensation control method, device, vehicle, medium, and product. The invention divides the inertia compensation torque signal to be calculated into low-frequency, mid-frequency, and high-frequency bands; calculates the inertia compensation signal component in the low-frequency band; calculates the damping reduction signal component for reducing damping torque in the mid-frequency band; calculates the noise cancellation signal component for eliminating high-frequency noise in the high-frequency band; superimposes the inertia compensation signal component, the damping reduction signal component, and the noise cancellation signal component to obtain the inertia compensation torque signal; and controls the power steering motor through the inertia compensation torque signal. This invention compensates for the time delay caused by inertia. During steering corrections or quick steering wheel turns, the motor provides a rapid response when operating in the mid-frequency band, and suppresses disturbances when subjected to high-frequency noise interference, thus improving the overall accuracy of the inertia compensation signal.

Description

Technical Field

[0001] This invention relates to the field of electric power steering technology, specifically to an EPS inertia compensation control method, device, vehicle, medium, and product. Background Technology

[0002] EPS (Electric Power Steering) systems represent a significant development direction in automotive steering technology, offering numerous advantages over traditional hydraulic power steering systems. The working principle of an EPS system involves sensors detecting the driver's steering inputs and the vehicle's driving status. This information is transmitted to the electronic control unit (ECU), which then calculates the required assist torque based on a pre-set algorithm and controls the motor to provide the corresponding assistance to the drive shaft system, assisting the driver in completing the steering action. EPS systems offer advantages such as energy efficiency, precise control, ease of integration, and lightweight design. However, due to the inertia of the mechanical shaft and reducer of the EPS motor, changes in steering wheel position are typically hindered by this inertia when the driver changes direction, resulting in poor dynamic performance and noticeable lag in the steering system. This is particularly evident in the following scenarios: 1. Starting the steering wheel from a standstill; 2. Maintaining the steering wheel position while correcting steering; 3. Accelerating and quickly turning the steering wheel. Therefore, adding an inertia compensation torque to the motor's assist torque is crucial for improving steering smoothness. Accurately calculating this inertia compensation torque is a problem worthy of further research. Summary of the Invention

[0003] In view of this, the present invention provides an EPS inertial compensation control method, device, vehicle, medium and product to solve the problem of inaccurate calculation of inertial compensation torque.

[0004] In a first aspect, the present invention provides an EPS inertial compensation control method, the method comprising: dividing the inertial compensation torque signal to be calculated into a low-frequency band, a mid-frequency band, and a high-frequency band; calculating an inertial compensation signal component in the low-frequency band; calculating a damping reduction signal component for reducing damping torque in the mid-frequency band; calculating a noise cancellation signal component for eliminating high-frequency noise in the high-frequency band; superimposing the inertial compensation signal component, the damping reduction signal component, and the noise cancellation signal component to obtain an inertial compensation torque signal; and controlling the power assist motor through the inertial compensation torque signal.

[0005] Based on the aforementioned technical means, EPS systems typically control the steering motor through a basic motor assist signal, thereby providing assistance to the driver in maneuvering the steering wheel. This invention considers that the inertia compensation signal needs to be superimposed on the basic motor assist signal output by the EPS system to overcome the inertial torque caused by the rigid motor body. The high-frequency band of the basic motor assist signal is noise and usually needs to be suppressed. The low-frequency band of the basic motor assist signal can be considered as the signal under conditions of slow steering wheel adjustments by the driver, while the mid-frequency band can be considered as the signal under conditions of frequent steering wheel adjustments by the driver. Typically, in the low-frequency band of the basic motor assist signal, the superimposed inertia compensation signal will not adversely affect the EPS control system and can overcome the inertial torque caused by the rigid motor body. However, in the mid-frequency band of the basic motor assist signal, although the superimposed inertia compensation signal can overcome the inertial torque caused by the rigid motor body, the high frequency and frequent commutation of the mid-frequency band can easily cause motor oscillation. This oscillation, transmitted to the steering wheel, reduces driving feel and affects the driving experience. Traditional inertial compensation signals cover the entire frequency band of the basic motor assist signal and act directly on it, leading to slow motor response and poor driver feel. Therefore, accurate inertial compensation signals are needed to compensate for the basic motor assist signal while avoiding motor oscillation. This invention divides motor inertial compensation into three frequency bands. The inertial compensation torque formed by these three bands is used to compensate the basic motor assist signal, overcoming not only the motor's inertial torque but also eliminating the aforementioned negative effects of slow motor response and poor driver feel. Firstly, this invention calculates relevant signal components for the low-frequency band using an inertial compensation algorithm. The low-frequency band is the most crucial for inertial force compensation; therefore, calculating the inertial compensation signal components in the low-frequency band can compensate for the time delay caused by motor inertia. Subsequently, for the mid-frequency band, this invention no longer uses the traditional inertial compensation algorithm to calculate the compensation component. Instead, it calculates the damping reduction signal component based on the damping force. The damping reduction signal component calculated by the inertial compensation module in the mid-frequency band has a relatively small impact on the basic motor assist signal, but it can interact strongly with the damping torque output by the damping torque control module (the damping torque control module is an independent module in the EPS controller used to provide damping torque to resist steering wheel movement). Since the two damping torques have different directions, their superposition reduces the damping torque provided by the entire EPS system. By reducing the system's damping torque, the effect of overcoming motor inertial lag is indirectly achieved without causing motor oscillation, thus improving the driving experience. In addition, this invention also calculates a signal component in the high-frequency band of the inertial compensation signal that can cancel out the high-frequency noise of the basic motor assist signal. When the motor is subjected to high-frequency noise interference, it can suppress disturbances, ensure sufficient system robustness, thereby improving steering smoothness and enhancing the user's feel.Finally, the inertial compensation torque signal calculated by fusing the three frequency bands not only ensures the inertial compensation function, but also reduces the negative impacts of slow motor response and poor driver feel, significantly improving the accuracy of inertial compensation torque signal calculation and enhancing the effect of inertial compensation.

[0006] In some alternative implementations, calculating the inertia compensation signal component in the low-frequency band includes: calculating the basic inertia torque of the motor; creating a second-order low-pass filter based on the low-frequency band; and performing low-pass filtering on the basic inertia torque through the second-order low-pass filter to obtain the inertia compensation signal component.

[0007] Based on the above technical means, the basic inertial torque of the motor is low-pass filtered by a low-pass filter to obtain the low-frequency inertial compensation signal component, which is the inertial force compensation signal actually needed by the user and can accurately reduce the influence of motor inertia.

[0008] In some alternative implementations, calculating the damping reduction signal component for reducing the damping torque in the mid-frequency band includes: calculating the base damping torque of the damper; creating a bandpass filter based on the mid-frequency band; and filtering the base damping torque through the bandpass filter to obtain the damping reduction signal component.

[0009] Based on the above technical means, instead of inertial force compensation in the mid-frequency band, the damping of the vehicle damper is reduced by calculating the damping torque in the mid-frequency band, thus avoiding the overshoot problem caused by using inertial force compensation in the mid-frequency band.

[0010] In some alternative implementations, calculating a noise cancellation signal component for eliminating high-frequency noise in the high-frequency band includes: calculating a damping increase signal component for increasing damping torque in the high-frequency band, and using the damping increase signal component as the noise cancellation signal component.

[0011] Based on the above technical means, the high-frequency compensation signal is regarded as a noise component, thereby increasing the damping torque of the high-frequency band to cancel the inertial compensation noise of the high-frequency band, thus improving the stability of the vehicle's steering.

[0012] In some alternative implementations, calculating the damping increase signal component for increasing the damping torque at high frequencies includes: calculating the base damping torque of the damper; creating a high-pass filter based on the high-frequency band; and filtering the base damping torque through the high-pass filter to obtain the damping increase signal component.

[0013] Based on the above technical means, the basic damping torque output by the damper is filtered by a high-pass filter to obtain the damping increase signal component in the high-frequency band of the inertial compensation module, which makes the calculation fast, simple and efficient, while satisfying the rationality and accuracy of inertial compensation calculation based on damping.

[0014] In some optional implementations, the inertial compensation signal component, the damping reduction signal component, and the noise cancellation signal component are superimposed to obtain the inertial compensation torque signal, including:

[0015] The inertial compensation torque signal is calculated using the following formula:

[0016] T i_cmp =k·(T) i_fil +T d_Lfil )-T d_Hfil

[0017] In the formula, T i_cmp T represents the inertial compensation torque signal. i_fil T represents the inertial compensation signal component. d_Lfil T represents the reduction of signal components due to damping. d_Hfil This represents the noise cancellation signal component, and k represents the scaling factor.

[0018] Based on the above technical means, considering that parameter adjustment is required when calculating the inertial compensation signal component and the damping reduction signal component, and that there is no unified standard for parameter adjustment, which can easily cause discomfort to the user, the calculated inertial compensation signal component and damping reduction signal component can be further adjusted according to the user's needs by using the scaling factor, thereby improving the user's sense of control.

[0019] Secondly, the present invention provides an EPS inertial compensation control device, comprising: a frequency band division module for dividing the inertial compensation torque signal to be calculated into low-frequency, mid-frequency, and high-frequency bands; a low-frequency compensation calculation module for calculating inertial compensation signal components in the low-frequency band; a mid-frequency compensation calculation module for calculating damping reduction signal components for reducing damping torque in the mid-frequency band; a high-frequency compensation calculation module for calculating noise cancellation signal components for eliminating high-frequency noise in the high-frequency band; a signal fusion module for superimposing the inertial compensation signal components, damping reduction signal components, and noise cancellation signal components to obtain an inertial compensation torque signal; and a compensation control module for controlling the assist motor through the inertial compensation torque signal.

[0020] Thirdly, the present invention provides a vehicle comprising: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the method of the first aspect and any optional embodiment of the first aspect.

[0021] Fourthly, the present invention provides a computer-readable storage medium storing computer instructions for causing a computer to perform the method described in the first aspect or any corresponding embodiment thereof.

[0022] Fifthly, the present invention provides a computer program product, including computer instructions for causing a computer to perform the method described in the first aspect or any corresponding embodiment thereof.

[0023] The technical solution provided by this invention has the following advantages:

[0024] (1) According to the above-mentioned technical means, EPS systems often control the steering motor through the basic motor assist signal to provide assistance to the driver in operating the steering wheel. This invention takes into account that the inertia compensation signal is a compensation signal that needs to be superimposed on the basic motor assist signal output by the EPS system to overcome the inertial torque brought by the rigid body of the motor. The high-frequency band of the basic motor assist signal is noise, which usually needs to be suppressed. The low-frequency band of the basic motor assist signal can be regarded as the signal when the driver slowly adjusts the steering wheel, and the mid-frequency band of the basic motor assist signal can be regarded as the signal when the driver frequently adjusts the steering wheel. Usually, in the low-frequency band of the basic motor assist signal, the superimposed inertia compensation signal will not have an adverse effect on the EPS control system and can overcome the inertial torque brought by the rigid body of the motor. However, in the mid-frequency band of the basic motor assist signal, although the superimposed inertia compensation signal can overcome the inertial torque brought by the rigid body of the motor, the mid-frequency band has a high frequency, frequent commutation, and excessive motor angular acceleration, which can easily cause motor oscillation. This oscillation is transmitted to the steering wheel, which will reduce the driving feel and affect the driving experience. Traditional inertial compensation signals cover the entire frequency band of the basic motor assist signal and act directly on it, leading to slow motor response and poor driver feel. Therefore, accurate inertial compensation signals are needed to compensate for the basic motor assist signal while avoiding motor oscillation. This invention divides motor inertial compensation into three frequency bands. The inertial compensation torque formed by these three bands is used to compensate the basic motor assist signal, overcoming not only the motor's inertial torque but also eliminating the aforementioned negative effects of slow motor response and poor driver feel. Firstly, this invention calculates relevant signal components for the low-frequency band using an inertial compensation algorithm. The low-frequency band is the most crucial for inertial force compensation; therefore, calculating the inertial compensation signal components in the low-frequency band can compensate for the time delay caused by motor inertia. Subsequently, for the mid-frequency band, this invention no longer uses the traditional inertial compensation algorithm to calculate the compensation component. Instead, it calculates the damping reduction signal component based on the damping force. The damping reduction signal component calculated by the inertial compensation module in the mid-frequency band has a relatively small impact on the basic motor assist signal, but it can interact strongly with the damping torque output by the damping torque control module (the damping torque control module is an independent module in the EPS controller used to provide damping torque to resist steering wheel movement). Since the two damping torques have different directions, their superposition reduces the damping torque provided by the entire EPS system. By reducing the system's damping torque, the effect of overcoming motor inertial lag is indirectly achieved without causing motor oscillation, thus improving the driving experience. In addition, this invention also calculates a signal component in the high-frequency band of the inertial compensation signal that can cancel out the high-frequency noise of the basic motor assist signal. When the motor is subjected to high-frequency noise interference, it can suppress disturbances, ensure sufficient system robustness, thereby improving steering smoothness and enhancing the user's feel.Finally, the inertial compensation torque signal calculated by fusing the three frequency bands not only ensures the inertial compensation function, but also reduces the negative impacts of slow motor response and poor driver feel, significantly improving the accuracy of inertial compensation torque signal calculation and enhancing the effect of inertial compensation.

[0025] (2) Based on the above technical means, the basic inertial torque of the motor is filtered by a low-pass filter to obtain the low-frequency inertial compensation signal component, which is the inertial force compensation signal actually needed by the user and can accurately reduce the influence of motor inertia.

[0026] (3) Based on the above technical means, inertial force compensation is not performed in the mid-frequency band. Instead, the damping of the vehicle damper is reduced by calculating the damping torque in the mid-frequency band, thus avoiding the overshoot problem caused by using inertial force compensation in the mid-frequency band.

[0027] (4) Based on the above technical means, the compensation signal in the high-frequency band is regarded as a noise component, thereby increasing the damping torque in the high-frequency band to cancel the inertial compensation noise in the high-frequency band, thus improving the stability of the vehicle steering.

[0028] (5) Based on the above technical means, the basic damping torque output by the damper is filtered by a high-pass filter to obtain the damping increase signal component of the high-frequency band of the inertial compensation module, which makes the calculation fast, simple and efficient, and at the same time satisfies the rationality and accuracy of the inertial compensation calculation based on damping.

[0029] (6) Based on the above technical means, considering that parameter adjustment is required when calculating the inertial compensation signal component and the damping reduction signal component, and there is no unified standard for parameter adjustment, which may easily cause discomfort to the user, the calculated inertial compensation signal component and damping reduction signal component can be further adjusted according to the user's needs by scaling factor, thereby improving the user's sense of operation. Attached Figure Description

[0030] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0031] Figure 1 This is a flowchart illustrating an EPS inertial compensation control method according to an embodiment of the present invention.

[0032] Figure 2 This is a schematic diagram of the EPS control system structure according to an embodiment of the present invention;

[0033] Figure 3 This is a schematic diagram of the structure of the inertial compensation module according to an embodiment of the present invention;

[0034] Figure 4 This is a structural block diagram of an EPS inertial compensation control device according to an embodiment of the present invention;

[0035] Figure 5 This is a schematic diagram of the hardware structure of a vehicle according to an embodiment of the present invention. Detailed Implementation

[0036] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0037] EPS (Electric Power Steering) systems represent a significant development direction in automotive steering technology, offering numerous advantages over traditional hydraulic power steering systems. The working principle of an EPS system involves detecting the driver's steering input and the vehicle's driving status using torque sensors, angle sensors, angular velocity sensors, and vehicle speed CAN signals. This information is transmitted to the electronic control unit (ECU), which calculates the required assist torque based on a preset algorithm and controls the motor to provide corresponding assistance to the driveshaft system, assisting the driver in completing the steering action. EPS systems offer advantages such as energy efficiency, precise control, ease of integration, and lightweight design. However, due to the inertia of the mechanical shaft and reducer of the EPS power steering motor, changes in steering wheel position are generally hindered when the driver changes direction, resulting in poor dynamic performance and noticeable lag in the steering system. This is particularly evident in the following scenarios: 1. Starting the steering wheel from a standstill; 2. Holding the steering wheel and correcting it; 3. Accelerating and quickly turning the steering wheel. Therefore, adding inertia compensation torque to the motor assist torque is crucial for improving steering smoothness. Currently, commonly used inertia compensation methods only consider compensating for the motor inertia torque across the entire frequency band. However, during the steering holding process, the assist motor operates within a relatively large frequency range, with smaller angular acceleration and inertia torque. The main factor affecting steering response is not inertia, and blind compensation can adversely affect the stability of the steering system. How to accurately calculate the inertia compensation torque is a problem worth studying.

[0038] According to an embodiment of the present invention, an EPS inertial compensation control method embodiment is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0039] This embodiment provides an EPS inertia compensation control method. Figure 1 This is a flowchart of an EPS inertial compensation control method according to an embodiment of the present invention, which includes the following steps:

[0040] Step S101: Divide the inertial compensation torque signal to be calculated into low-frequency, mid-frequency and high-frequency bands;

[0041] Step S102: Calculate the inertial compensation signal components in the low-frequency band;

[0042] Step S103: Calculate the damping reduction signal component used to reduce the damping torque in the mid-frequency band;

[0043] Step S104: Calculate the noise cancellation signal component used to eliminate high-frequency noise in the high-frequency band;

[0044] Step S105: The inertial compensation signal component, the damping reduction signal component, and the noise cancellation signal component are superimposed to obtain the inertial compensation torque signal.

[0045] Step S106: Control the assist motor through the inertia compensation torque signal.

[0046] Specifically, based on the actual working process of the vehicle's steering EPS, the operating frequency of the motor will change. The frequency can be understood as the rate at which the motor changes in the positive and negative directions. When the vehicle is moving, in addition to outputting auxiliary torque in a certain direction, the steering motor will also rotate forward and reverse in order to maintain the stability of the vehicle's direction. The rate at which the forward and reverse rotations change is the operating frequency of the motor.

[0047] The torque signal output by the EPS motor can be frequency-divided, and the specific numerical range can be determined based on the engineer's experience. When its operating frequency w is in the low-frequency range (w < Ω1), the EPS dynamic response is mainly affected by the inertia of the motor rotor and reducer. At this time, the low-frequency output signal is the actual torque signal that needs to compensate for the motor inertia. When w is between Ω1 and Ω2 (mid-frequency range), the EPS system commutates frequently and accelerates significantly. For the motor control signal, this stage often serves to maintain steering wheel stability. If the mid-frequency range is compensated based on the calculated inertial torque, the mid-frequency motor control signal will become too large, causing frequent speed overshoot. This could lead to system oscillations in the closed-loop control system that maintains steering stability within the vehicle. To ensure the EPS system provides sufficient torque... To achieve dynamic response while avoiding oscillations, this embodiment of the invention considers that vehicles are typically equipped with dampers. The function of the damper is to apply damping control to the steering wheel, thereby preventing sudden changes in the steering wheel's state. This embodiment calculates the signal of the inertia compensation module in the mid-frequency range based on the damping parameters to reduce damping, thus producing a rapid system response. The inertia compensation torque gradually switches from the basic inertia torque to the damping compensation torque as the operating frequency increases, offsetting the original damping through compensation damping. The advantage of this is that it avoids generating a sense of weightlessness through large inertia force compensation, and it allows the EPS system to respond to changes in torque while reducing the hysteresis effect caused by inertia force. When w > Ω2, the signal generated by the motor is considered vibration noise, and its response should be suppressed. This can be achieved by high-frequency noise cancellation methods, such as a combination of hardware and software methods including filters and feature extraction. Therefore, the motor's operating frequency can be divided into three bands based on frequencies Ω1 to Ω2: low frequency (w < Ω1), mid frequency (w is between Ω1 and Ω2), and high frequency (w > Ω2). According to the actual operation of the EPS, the inertial compensation torque formed by these three frequency bands is synthesized to compensate for the influence of motor and reducer inertia, thus compensating for the time delay caused by inertia. During steering corrections or quick steering wheel turns, the motor provides a rapid response when operating in the mid-frequency band. Simultaneously, it can suppress disturbances when subjected to high-frequency noise interference, ensuring sufficient system robustness and improving steering smoothness. This significantly improves the compensation effect of the inertial compensation torque signal and enhances the accuracy of its calculation.

[0048] It is important to note that, such as Figure 2As shown, the inertial compensation torque signal calculated in this embodiment of the invention is only the output of the inertial compensation module. Vehicles typically also have damping control modules, steering wheel return modules, etc. The compensation torque calculated in this embodiment does not alter the original outputs of the damping control module, steering wheel return module, etc. In other words, the damping reduction and damping increase signal components calculated in the mid-frequency and high-frequency bands of the inertial compensation torque signal in this embodiment are both part of the inertial compensation torque signal. They can provide auxiliary enhancement and reduction effects on the damping signal ultimately output by the damping control module, but do not change the control algorithm of the damping control module or its original output signal during the damping control stage.

[0049] In some alternative implementations, step S102 includes:

[0050] Step a1: Calculate the basic inertial torque of the motor;

[0051] Step a2: Create a second-order low-pass filter based on the low-frequency band;

[0052] Step a3: The basic inertial torque is low-pass filtered by a second-order low-pass filter to obtain the inertial compensation signal component.

[0053] Specifically, the inertia compensation signal component calculated in the low-frequency band is the actual signal component needed to cancel out the motor's inertia. In this embodiment, the basic inertial torque of the motor is first calculated based on the motor's inertial characteristics, which represents the inertial force generated by the motor. The basic inertial torque T i J is the equivalent rotational inertia of the motor rotor and reducer. m The product of the motor's angular acceleration and the angular acceleration itself. However, since angular acceleration is unmeasurable, the motor's angular velocity ω can be used instead. m The derivative is obtained, and the formula is expressed as follows:

[0054] T i =J m ·ω m ·s

[0055] Where s is the differential operator of the Laplace transform.

[0056] Then, the filter frequency Ω is obtained by looking up the vehicle speed table. This frequency serves as the dividing point for providing dynamic response; signals exceeding this frequency are considered noise signals, while signals less than or equal to this frequency are considered low-frequency steady-state signals. In other words, Ω is Ω2 in the aforementioned embodiment.

[0057] First, the basic inertial torque is filtered using a second-order low-pass filter. The filtered moment of inertia T is obtained. i_fil This is the low-frequency inertial compensation signal component.

[0058]

[0059] Based on the above technical means, the basic inertial torque of the motor is low-pass filtered by a low-pass filter to obtain the inertial compensation signal component in the low-frequency band. The calculation is simple and accurate, meets the requirements of inertial compensation, and is the inertial force compensation signal actually needed by the user. It can accurately compensate for inertia in the opposite direction in the low-frequency band and reduce the steering lag caused by motor inertia.

[0060] In some alternative implementations, step S103 includes:

[0061] Step b1: Calculate the basic damping moment of the damper;

[0062] Step b2: Create a bandpass filter based on the mid-frequency band;

[0063] Step b3 involves filtering the basic damping torque using a bandpass filter to obtain the damped reduced signal component.

[0064] Specifically, to ensure sufficient dynamic response from the EPS system while avoiding oscillations, the inertial compensation signal in the mid-frequency band can be calculated by reducing damping, thus enabling a rapid system response. First, the damping coefficient and filter frequency are obtained by looking up tables. The damping coefficient B is first obtained from a table based on the base assist and vehicle speed. The basic relationship is: the greater the base assist, the greater the damping coefficient; the greater the vehicle speed, the greater the damping coefficient, showing a positive correlation. This is achieved through actual vehicle calibration. Then, the damping coefficient B and the motor angular velocity ω are used... m The product of these values ​​is used to calculate the base damping torque, which represents the damping control signal output by the damper.

[0065] Subsequently, in this embodiment of the invention, a bandpass filter is created based on the mid-frequency band to perform bandpass filtering between Ω1 and Ω2. The created second-order bandpass filter is mainly achieved by obtaining the filtering frequency Ω (equivalent to Ω2) from the vehicle speed table as described above. The specific expression is shown in the following formula.

[0066]

[0067] In the formula, T represents a second-order bandpass filter. d_Lfil This indicates that damping reduces signal components.

[0068] Based on the above technical means, instead of inertial force compensation in the mid-frequency band, the damping torque passing through the mid-frequency band is calculated through bandpass filtering, and the damping of the vehicle damper is reduced accordingly by calculating an equal amount of damping torque, thus avoiding the overshoot problem caused by using inertial force compensation in the mid-frequency band.

[0069] In some alternative implementations, step S104 includes:

[0070] Step c1: Calculate the damping increase signal component used to increase the damping torque in the high-frequency band, and use the damping increase signal component as the noise cancellation signal component.

[0071] Specifically, for high-frequency motor torque output, there is often high-frequency noise, which does not require positive inertial compensation. In order to suppress the influence of high-frequency noise, this embodiment of the invention uses increased damping. On the one hand, it can reduce noise signals, and on the other hand, it is easier to implement than signal noise reduction strategies such as signal transformation. It only requires compensation based on the output of the damper in the high-frequency range.

[0072] In some alternative implementations, step c1 above includes:

[0073] Step c11: Calculate the basic damping torque of the damper;

[0074] Step c12: Create a high-pass filter based on the high-frequency band;

[0075] Step c13: The basic damping torque is filtered by a high-pass filter to obtain the damping increase signal component.

[0076] Specifically, by applying a high-pass filter to the basic damping torque calculated in the aforementioned steps, the damping increase signal component can be obtained. This signal component serves as the noise cancellation signal component, as shown in the following formula:

[0077]

[0078] In the formula, T d_Hfil This indicates that damping increases the signal component. This indicates a high-pass filter.

[0079] The calculation is fast, simple, and efficient, while also satisfying the requirements of rationality and accuracy for inertial compensation based on damping calculation.

[0080] In some alternative implementations, step S105 includes:

[0081] Step d1: Calculate the inertia compensation torque signal using the following formula:

[0082] T i_cmp =k·(T) i_fil +T d_Lfil )-T d_Hfil

[0083] In the formula, T i_cmp T represents the inertial compensation torque signal. i_fil T represents the inertial compensation signal component. d_Lfil T represents the reduction of signal components due to damping. d_Hfil This represents the noise cancellation signal component, and k represents the scaling factor.

[0084] Specifically, the motor itself provides basic assistance. However, due to inertia, the inertia compensation signal component and the damping reduction signal component operate in the low-frequency and mid-frequency ranges. To provide a response, the calculated torques of these two components should be added to the basic assistance torque. The noise cancellation signal component operates in the high-frequency range, and since it's a noise signal, it needs to be suppressed. Therefore, this part must be subtracted from the basic assistance to ensure that the input inertia torque has no output. Additionally, as... Figure 3 As shown, in this embodiment of the invention, the scaling factor k is obtained by looking up the vehicle speed table. This scaling factor can be calibrated according to the actual vehicle conditions. It is used to adjust the low-frequency and mid-frequency bands to speed up or slow down the response. Because in actual development, B and J need to be calibrated on a real vehicle. m Parameters such as B and J are used, but these parameters lack clear evaluation metrics. Therefore, based on the driver's feel, the calculated inertia compensation signal component and damping reduction signal component can be adjusted using a scaling factor k. The final effect is that, theoretically, when B and J... m If all parameters are perfectly accurate, and k=1, then the desired effect is achieved. If B and J... m If parameters are inaccurate or the customer requires a lighter weight, k can be increased appropriately. If the customer has strong hands and needs a more tactile feel, k can be decreased. The scaling factor can be adjusted according to the actual situation. Based on the above technical means, the calculated inertial compensation signal component and damping reduction signal component can be further adjusted according to the user's needs by using the scaling factor, thereby improving the user's tactile feel.

[0085] This embodiment also provides an EPS inertial compensation control device for implementing the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0086] This embodiment provides an EPS inertia compensation control device, such as... Figure 4 As shown, it includes:

[0087] The frequency band division module 401 is used to divide the inertial compensation torque signal to be calculated into low-frequency band, mid-frequency band and high-frequency band;

[0088] The low-frequency compensation calculation module 402 is used to calculate the inertial compensation signal components in the low-frequency band.

[0089] The intermediate frequency compensation calculation module 403 is used to calculate the damping reduction signal component used to reduce the damping torque in the intermediate frequency band.

[0090] The high-frequency compensation calculation module 404 is used to calculate the noise cancellation signal component used to eliminate high-frequency noise in the high-frequency band.

[0091] The signal fusion module 405 is used to superimpose the inertial compensation signal component, the damping reduction signal component, and the noise cancellation signal component to obtain the inertial compensation torque signal.

[0092] The compensation control module 406 is used to control the assist motor through the inertial compensation torque signal.

[0093] In some alternative implementations, the low-frequency compensation calculation module 402 includes:

[0094] The basic inertial torque calculation unit is used to calculate the basic inertial torque of the motor.

[0095] Low-pass filter unit, used to create a second-order low-pass filter based on the low-frequency band;

[0096] The first filtering unit is used to perform low-pass filtering on the basic inertial torque through a second-order low-pass filter to obtain the inertial compensation signal component.

[0097] In some alternative implementations, the intermediate frequency compensation calculation module 403 includes:

[0098] The basic damping moment calculation unit is used to calculate the basic damping moment of the damper.

[0099] Bandpass filter unit, used to create bandpass filters based on the mid-frequency band;

[0100] The second filtering unit is used to filter the basic damping torque through a bandpass filter to obtain the damped reduced signal component.

[0101] In some alternative implementations, the high-frequency compensation calculation module 404 includes:

[0102] The damping increase unit is used to calculate the damping increase signal component for increasing the damping torque in the high-frequency band, and to use the damping increase signal component as the noise cancellation signal component.

[0103] In some alternative implementations, the damping enhancement unit includes:

[0104] The basic damping moment calculation unit calculates the basic damping moment of the damper.

[0105] High-pass filter unit, used to create high-pass filters based on high-frequency bands;

[0106] The third filtering unit is used to filter the basic damping torque through a high-pass filter to obtain the damping increase signal component.

[0107] Further functional descriptions of the above modules and units are the same as those in the corresponding embodiments described above, and will not be repeated here.

[0108] In this embodiment, the EPS inertial compensation control device is presented in the form of a functional unit. Here, a unit refers to an ASIC (Application Specific Integrated Circuit) circuit, a processor and memory that execute one or more software or fixed programs, and / or other devices that can provide the above functions.

[0109] This invention also provides a vehicle having the above-described features. Figure 4 The EPS inertial compensation control device shown is shown.

[0110] Please see Figure 5 , Figure 5 This is a schematic diagram of the structure of a vehicle provided in an optional embodiment of the present invention, such as... Figure 5 As shown, the vehicle includes one or more processors 10, memory 20, and interfaces for connecting the various components, including high-speed interfaces and low-speed interfaces. The various components communicate with each other via different buses and can be mounted on a common motherboard or otherwise installed as needed. The processors can process instructions executed within the vehicle, including instructions stored in or on memory to display graphical information of a GUI on external input / output devices (such as display devices coupled to the interfaces). In some alternative implementations, multiple processors and / or multiple buses can be used with multiple memories and multiple memory modules, if desired. Similarly, multiple vehicles can be connected, with each device providing some of the necessary operations (e.g., as a server array, a set of blade servers, or a multiprocessor system). Figure 5 Take a processor 10 as an example.

[0111] Processor 10 may be a central processing unit, a network processor, or a combination thereof. Processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device may be a complex programmable logic device (CAMP), a field-programmable gate array (FPGA), a general-purpose array logic (GDA), or any combination thereof.

[0112] The memory 20 stores instructions executable by at least one processor 10 to cause at least one processor 10 to perform the method shown in the above embodiments.

[0113] The memory 20 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on vehicle usage. Furthermore, the memory 20 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, the memory 20 may optionally include memory remotely located relative to the processor 10, which can be connected to the vehicle via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0114] The memory 20 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk or solid-state drive; the memory 20 may also include a combination of the above types of memory.

[0115] The vehicle also includes a communication interface 30 for communicating with other devices or communication networks.

[0116] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code, which, when accessed and executed by the computer, processor, or hardware, implements the methods shown in the above embodiments.

[0117] A portion of this invention can be applied as a computer program product, such as computer program instructions, which, when executed by a computer, can invoke or provide the methods and / or technical solutions according to the invention through the operation of the computer. Those skilled in the art will understand that the forms in which computer program instructions exist in a computer-readable medium include, but are not limited to, source files, executable files, installation package files, etc. Correspondingly, the ways in which computer program instructions are executed by a computer include, but are not limited to: the computer directly executing the instructions, or the computer compiling the instructions and then executing the corresponding compiled program, or the computer reading and executing the instructions, or the computer reading and installing the instructions and then executing the corresponding installed program. Here, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible to a computer.

[0118] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. An EPS inertial compensation control method, characterized in that, The method includes: The inertial compensation torque signal to be calculated is divided into low-frequency, mid-frequency, and high-frequency bands; Calculating the inertial compensation signal component in the low-frequency band includes: calculating the basic inertial torque of the motor; creating a second-order low-pass filter based on the low-frequency band; and performing low-pass filtering on the basic inertial torque through the second-order low-pass filter to obtain the inertial compensation signal component. The calculation of the damping reduction signal component for reducing the damping torque in the mid-frequency band includes: calculating the basic damping torque of the damper; creating a bandpass filter based on the mid-frequency band; and filtering the basic damping torque through the bandpass filter to obtain the damping reduction signal component. Calculating a noise cancellation signal component for eliminating high-frequency noise in the high-frequency band; the calculation of the noise cancellation signal component for eliminating high-frequency noise in the high-frequency band includes: calculating a damping increase signal component for increasing damping torque in the high-frequency band, and using the damping increase signal component as the noise cancellation signal component; The inertial compensation signal component, the damping reduction signal component, and the noise cancellation signal component are superimposed to obtain the inertial compensation torque signal; the superposition of the inertial compensation signal component, the damping reduction signal component, and the noise cancellation signal component to obtain the inertial compensation torque signal includes: calculating the inertial compensation torque signal using the following formula: T i_cmp =k·(T i_fil +T d_Lfil )-T d_Hfil In the formula, T i_cmp T represents the inertial compensation torque signal. i_fil T represents the inertial compensation signal component. d_Lfil This indicates that the damping reduces the signal component, T d_Hfil This represents the noise cancellation signal component, where k represents the scaling factor; The assist motor is controlled by the inertial compensation torque signal.

2. The method according to claim 1, characterized in that, The calculation of the damping increase signal component used to increase the damping torque in the high-frequency band includes: Calculate the basic damping moment of the damper; A high-pass filter is created based on the aforementioned high-frequency band; The basic damping torque is filtered by the high-pass filter to obtain the damping increase signal component.

3. An EPS inertial compensation control device, characterized in that, The device includes: The frequency band division module is used to divide the inertial compensation torque signal to be calculated into low-frequency, mid-frequency, and high-frequency bands; The low-frequency compensation calculation module is used to calculate the inertial compensation signal component in the low-frequency band. Calculating the inertial compensation signal component in the low-frequency band includes: calculating the basic inertial torque of the motor; creating a second-order low-pass filter based on the low-frequency band; and performing low-pass filtering on the basic inertial torque through the second-order low-pass filter to obtain the inertial compensation signal component. The intermediate frequency compensation calculation module is used to calculate the damping reduction signal component for reducing the damping torque in the intermediate frequency band; the calculation of the damping reduction signal component for reducing the damping torque in the intermediate frequency band includes: calculating the basic damping torque of the damper; creating a bandpass filter based on the intermediate frequency band; filtering the basic damping torque through the bandpass filter to obtain the damping reduction signal component; A high-frequency compensation calculation module is used to calculate a noise cancellation signal component for eliminating high-frequency noise in the high-frequency band; the calculation of the noise cancellation signal component for eliminating high-frequency noise in the high-frequency band includes: calculating a damping increase signal component for increasing damping torque in the high-frequency band, and using the damping increase signal component as the noise cancellation signal component. The signal fusion module is used to superimpose the inertial compensation signal component, the damping reduction signal component, and the noise cancellation signal component to obtain the inertial compensation torque signal; the superposition of the inertial compensation signal component, the damping reduction signal component, and the noise cancellation signal component to obtain the inertial compensation torque signal includes: calculating the inertial compensation torque signal using the following formula. T i_cmp =k·(T i_fil +T d_Lfil )-T d_Hfil In the formula, T i_cmp T represents the inertial compensation torque signal. i_fil T represents the inertial compensation signal component. d_Lfil This indicates that the damping reduces the signal component, T d_Hfil This represents the noise cancellation signal component, where k represents the scaling factor; The compensation control module is used to control the assist motor through the inertial compensation torque signal.

4. A vehicle, characterized in that, include: A memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, the processor executing the computer instructions to perform the method of any one of claims 1 to 2.

5. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing a computer to perform the method of any one of claims 1 to 2.

6. A computer program product, characterized in that, Includes computer instructions for causing a computer to perform the method of any one of claims 1 to 2.

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