Intelligent steering assist control method, device, equipment and storage medium

Abstract

The present invention discloses an intelligent power steering control method, device, equipment, and storage medium, wherein the method includes the following steps: determining whether a vehicle currently has a steering demand; if a steering demand is determined, calculating a vehicle steering angle gain compensation value based on the vehicle speed and driving steering state; calculating a vehicle steering torque gain compensation value based on the vehicle speed and axle load signal; and compensating the steering angle gain compensation value and steering torque gain compensation value to the actual steering angle and actual steering torque to control the vehicle's intelligent steering. This application can provide the driver with a smoother and more precise steering feel during vehicle steering, reduce driver fatigue caused by long-term driving, and improve safety. At the same time, it can achieve intelligent start-stop of power steering throughout the vehicle's driving process, saving energy and reducing noise.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle power steering control, and in particular to an intelligent power steering control method, device, equipment and storage medium. Background Art

[0002] Existing automotive power steering systems primarily employ electric hydraulic power steering, employing an electric power steering pump to provide hydraulic assistance. The hydraulic system is adjusted based on the torque required during steering, providing steering torque compensation only during straight-line driving. Because the electric power steering pump is constantly operating at speed, it consumes energy. Furthermore, after a period of use, mechanical components such as the steering gear, steering tie rod, and ball joint wear out. This means the driver can only compensate for this by increasing the steering wheel angle and applying increased force to achieve desired steering maneuvers. Furthermore, during steering, the electric power steering pump takes time to respond to the hydraulic pressure buildup in the hydraulic power steering system, requiring the driver to increase steering force to achieve desired steering maneuvers. This can lead to a poor driver experience and fatigue from prolonged driving.

[0003] Therefore, how to avoid driving fatigue caused by vehicle steering is a technical problem that urgently needs to be solved. Summary of the Invention

[0004] The main purpose of the present invention is to provide an intelligent power steering control method, device, equipment and storage medium, which can provide the driver with a smoother and more precise steering feel during vehicle steering, reduce driver fatigue caused by long-term driving, and improve safety. At the same time, during the entire driving process of the car, the power steering can be intelligently started and stopped, saving energy and reducing noise.

[0005] In a first aspect, the present application provides an intelligent steering assist control method, wherein the method comprises the steps of:

[0006] Determine whether the vehicle currently has a steering requirement;

[0007] If it is determined that there is a steering demand, the vehicle steering angle gain compensation value is calculated according to the vehicle speed and driving steering state;

[0008] Calculate the vehicle steering torque gain compensation value based on the vehicle speed and axle load signals;

[0009] The steering angle gain compensation value and the steering torque gain compensation value are compensated to the actual steering angle and the actual steering torque to control the vehicle intelligent steering.

[0010] In combination with the first aspect above, as an optional implementation method, different vehicle speed ranges are set;

[0011] According to the current vehicle speed range and the current steering state of the vehicle, the actual wheel steering angle is calculated in real time, and the actual steering angle is compared with the target steering angle to determine the vehicle steering angle gain compensation value.

[0012] In combination with the first aspect above, as an optional implementation method, different axle load ranges are set;

[0013] The vehicle steering torque gain compensation value is calculated based on the range of the vehicle's current steering axle load and the difference between the actual torque value and the optimal steering wheel torque value.

[0014] In combination with the first aspect above, as an optional implementation method, the optimal steering wheel torque value required for the actual wheel steering torque is determined according to a preset optimal steering wheel steering torque value table corresponding to different steering axle loads and wheel steering torques.

[0015] In combination with the first aspect above, as an optional implementation method, obtaining the vehicle steering angle displacement;

[0016] If the vehicle steering angle displacement is greater than the set steering angle, it is determined that the vehicle has a steering demand;

[0017] If the vehicle steering angle displacement is less than the set steering angle, it is determined that the vehicle has no steering demand.

[0018] In combination with the first aspect above, as an optional implementation method, whether the vehicle is in a driving state is determined based on the steering angle displacement, the vehicle speed signal and the handbrake status signal;

[0019] If the steering angle displacement is less than the set value, the vehicle speed is 0, and the parking brake is in the applied state, the vehicle is judged to be in a parking or stopping state with no steering demand, and the power steering electronic control unit sends a standby control command with a speed of 0 to the electric power steering pump, causing the electric power steering pump to automatically stop or standby;

[0020] If the steering angle displacement is greater than the set value, the handbrake is in the released state and the vehicle speed is 0, the vehicle is judged to be in the parking steering state, and the steering power electronic control unit is used to send a preset idle speed control instruction to the electric steering power pump to control the electric steering power pump to automatically start.

[0021] In combination with the first aspect above, as an optional implementation, the determined steering angle gain compensation value is superimposed on the current actual steering angle to compensate for the vehicle steering angle;

[0022] The determined steering torque gain compensation value is superimposed on the current actual steering torque to compensate for the vehicle steering torque.

[0023] In a second aspect, the present application provides an intelligent power steering control device, which includes:

[0024] Steering angle displacement sensor, which is used to determine whether the vehicle currently has a steering requirement;

[0025] The power steering electronic control unit is used to calculate the vehicle steering angle gain compensation value according to the vehicle speed and driving steering state;

[0026] Calculate the vehicle steering torque gain compensation value based on the vehicle speed and axle load signals;

[0027] The steering servo unit is used to compensate the steering angle gain compensation value and the steering torque gain compensation value to the actual steering angle and the actual steering torque to control the intelligent steering of the vehicle.

[0028] In a third aspect, the present application further provides an electronic device comprising: a processor; and a memory, wherein the memory stores computer-readable instructions, and when the computer-readable instructions are executed by the processor, the method described in any one of the first aspects is implemented.

[0029] In a fourth aspect, the present application further provides a computer-readable storage medium storing computer program instructions, which, when executed by a computer, enables the computer to execute any one of the methods described in the first aspect.

[0030] The present application provides an intelligent power steering control method, device, equipment, and storage medium, wherein the method includes the following steps: determining whether the vehicle currently has a steering demand; if a steering demand is determined, calculating a vehicle steering angle gain compensation value based on the vehicle speed and driving steering state; calculating a vehicle steering torque gain compensation value based on the vehicle speed and axle load signal; and compensating the steering angle gain compensation value and steering torque gain compensation value to the actual steering angle and actual steering torque to control the vehicle's intelligent steering. The present application can provide the driver with a smoother and more precise steering feel during vehicle steering, reduce driver fatigue caused by long-term driving, and improve safety. Furthermore, the application can achieve intelligent start-stop of power steering throughout the vehicle's driving process, saving energy and reducing noise.

[0031] It should be understood that the foregoing general description and the following detailed description are exemplary only and are not restrictive of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0033] Figure 1This is a flow chart of an intelligent power steering control method provided in an embodiment of the present application;

[0034] Figure 2 A schematic diagram of an intelligent power steering control device provided in an embodiment of the present application;

[0035] Figure 3 This is the intelligent power steering control logic diagram provided in the embodiment of this application;

[0036] Figure 4 A schematic diagram of an electronic device provided in an embodiment of the present application;

[0037] Figure 5 A schematic diagram of a computer-readable program medium provided in an embodiment of the present application. DETAILED DESCRIPTION

[0038] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. In the following description, when referring to the drawings, like numbers in different figures represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all possible embodiments consistent with the present invention. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present invention, as detailed in the appended claims.

[0039] Furthermore, the drawings are merely schematic illustrations of the present disclosure and are not necessarily drawn to scale. Some of the blocks shown in the drawings are functional entities that do not necessarily correspond to physically or logically separate entities.

[0040] The embodiments of the present application are further described in detail below with reference to the accompanying drawings.

[0041] Reference Figure 1 , Figure 1 The figure shows a flow chart of an intelligent power steering control method provided by the present invention. Figure 1 As shown, the method includes the steps of:

[0042] Step S101: Determine whether the vehicle currently has a steering demand.

[0043] Specifically, obtaining the vehicle steering angle displacement;

[0044] If the vehicle steering angle displacement is greater than the set steering angle, it is determined that the vehicle has a steering demand;

[0045] If the vehicle steering angle displacement is less than the set steering angle, it is determined that the vehicle has no steering demand.

[0046] For ease of understanding, let's take an example. When the driver turns the steering wheel, the steering angle displacement sensor emits a steering angle CAN signal that changes. The steering power electronic control unit receives the changed steering angle CAN signal and simultaneously reads the vehicle speed signal and handbrake status signal in the vehicle CAN data. It then performs logical judgment through the internal preset steering angle calculation module. When the steering angle displacement is greater than the set value A, it is determined that there is a steering request (conversely, if the vehicle steering angle displacement is less than the set steering angle, it is determined that the vehicle has no steering demand.), and at the same time, the handbrake is in the released state, and the vehicle speed is greater than 0, it is determined that the vehicle is in a driving steering state.

[0047] Step S102: If it is determined that there is a steering demand, the vehicle steering angle gain compensation value is calculated according to the vehicle speed and driving steering state.

[0048] Specifically, different vehicle speed ranges are set;

[0049] According to the current vehicle speed range and the current steering state of the vehicle, the actual wheel steering angle is calculated in real time, and the actual steering angle is compared with the target steering angle to determine the vehicle steering angle gain compensation value.

[0050] Specifically, if it is determined that the current vehicle speed is within a first preset vehicle speed range and the vehicle is in a turning state, the actual wheel steering angle is calculated in real time through the steering angle CAN signal and the vehicle speed signal, and the actual steering angle is compared with the target steering angle to determine a first gain compensation value for the vehicle steering angle;

[0051] If it is determined that the current vehicle speed is within the second preset vehicle speed range and the vehicle is in a turning state, the actual wheel steering angle is calculated in real time through the steering angle CAN signal and the vehicle speed signal, and the actual steering angle is compared with the target steering angle to determine a second gain compensation value for the vehicle steering angle;

[0052] If it is determined that the current vehicle speed is within the third preset speed range and the vehicle is in a turning state, the actual wheel steering angle is calculated in real time through the steering angle CAN signal and the vehicle speed signal, and the actual steering angle is compared with the target steering angle to determine a third gain compensation value for the vehicle steering angle;

[0053] If it is determined that the current vehicle speed is within the fourth preset speed range and the vehicle is in a turning state, the actual wheel steering angle is calculated in real time through the steering angle CAN signal and the vehicle speed signal, and the actual steering angle is compared with the target steering angle to determine the fourth gain compensation value of the vehicle steering angle.

[0054] For ease of understanding, an example is given. The signal real-time receiving module receives the steering angle CAN signal in real time. When the driver turns the steering wheel, the steering angle displacement sensor sends a steering angle CAN signal that changes. The steering power electronic control unit receives the changed steering angle CAN signal and simultaneously reads the vehicle speed signal and handbrake status signal in the vehicle CAN data. It then performs logical judgment through the internal preset steering angle calculation module. When the steering angle displacement is greater than the set value A, it is determined that there is a steering request. At the same time, the handbrake is in the released state, and the vehicle speed is greater than 0, and it is determined that the vehicle is in a driving steering state. When the vehicle speed is 0-A, the vehicle is judged to be in a low-speed steering state. The steering angle calculation module preset in the steering power electronic control unit calculates the actual wheel steering angle in real time based on the steering angle CAN signal and the vehicle speed signal, and compares the actual steering angle with the target steering angle. If the actual steering angle does not meet the target steering angle requirement, the steering angle calculation module preset in the steering power electronic control unit will send the difference between the target steering angles to the steering servo unit. The steering servo unit controls the auxiliary motor and superimposes the difference with the current actual steering angle to execute steering angle compensation △α1. When the vehicle speed is AB, the vehicle is judged to be in a medium-speed steering state. The calculation and execution logic are the same as those in the low-speed state. Steering angle compensation △α2 is executed. When the vehicle speed is BC, the vehicle is judged to be in a medium-high-speed steering state. The calculation and execution logic are the same as those in the low-speed state. Steering angle compensation △α3 is executed. When the vehicle speed is CD, the vehicle is judged to be in a high-speed steering state. The calculation and execution logic are the same as those in the low-speed state. Steering angle compensation △α4 is executed. In the steering angle calculation module formula, a steering angle gain compensation coefficient is set. The steering angle gain compensation coefficient is set with an initial value when the vehicle leaves the factory and an upper limit value is set. According to the actual use of different models, it is self-learned and automatically corrected during actual use. Therefore, △α1, △α2, △α3 and △α4 are calculated according to different gain coefficients. They are dynamic adjustment values ​​and are the optimal gain compensation values ​​according to different vehicle speed sections. They are non-fixed values, in order to achieve the driver's optimal steering angle. The higher the vehicle speed, the smaller the steering angle compensation value.

[0055] Step S103: Calculate the vehicle steering torque gain compensation value according to the vehicle speed and axle load signals.

[0056] Specifically, different axle load ranges are set;

[0057] The vehicle steering torque gain compensation value is calculated based on the range of the vehicle's current steering axle load and the difference between the actual torque value and the optimal steering wheel torque value.

[0058] In one embodiment, the optimal steering wheel torque value required for the actual wheel steering torque is determined according to a preset optimal steering wheel steering torque value table corresponding to different steering axle loads and wheel steering torques.

[0059] It is understood that if it is determined that the current steering axle load is within the first preset axle load range and the vehicle is in a steering state, the actual wheel steering torque is calculated in real time through the steering axle load CAN signal and the vehicle speed signal, and the steering wheel torque corresponding to the actual steering torque is compared with the target optimal steering wheel torque to determine the first gain compensation value of the vehicle steering torque;

[0060] If it is determined that the current steering axle load is within the second preset axle load range and the vehicle is in a steering state, the actual wheel steering torque is calculated in real time through the steering axle load CAN signal and the vehicle speed signal, and the steering wheel torque corresponding to the actual steering torque is compared with the target optimal steering wheel torque to determine a second gain compensation value for the vehicle steering torque;

[0061] If it is determined that the current steering axle load is within the third preset axle load range and the vehicle is in a steering state, the actual wheel steering torque is calculated in real time based on the steering axle load CAN signal and the vehicle speed signal, and the steering wheel torque corresponding to the actual steering torque is compared with the target optimal steering wheel torque to determine a third gain compensation value for the vehicle steering torque;

[0062] If it is determined that the current steering axle load is within the fourth preset axle load range and the vehicle is in a steering state, the actual wheel steering torque is calculated in real time through the steering axle load CAN signal and the vehicle speed signal, and the steering wheel torque corresponding to the actual steering torque is compared with the target optimal steering wheel torque to determine the fourth gain compensation value of the vehicle steering torque.

[0063] To illustrate, while intelligently adjusting and compensating the steering angle, the real-time signal receiving module receives the steering axle load CAN signal and vehicle speed signal from the vehicle's CAN data. The steering torque calculation module, pre-set within the power steering electronic control unit, calculates the actual wheel steering torque in real time based on the steering axle load signal. A table of optimal steering wheel torque values ​​is pre-set for different steering axle loads and wheel steering torques. The power steering electronic control unit looks up the table based on the actual wheel steering torque and steering axle load information to determine the optimal steering wheel torque required for steering. This value is then compared with the torque value on the steering torque sensor, which represents the actual torque generated by the driver's hand. When the steering axle load range is [0-T1], if there is a difference between the optimal steering wheel torque value and the torque value sent by the torque sensor, the steering torque calculation module will calculate the torque compensation value △T1 based on the torque difference, and superimpose the torque compensation value △T1 with the current actual steering torque value, and send it to the electric power steering oil pump control unit. The electric power steering oil pump control unit has a preset numerical table corresponding to the steering torque and speed. According to the target torque sent by the steering torque calculation module, the table is looked up to obtain the difference in the target speed of the electric power steering oil pump, and a speed reduction or increase instruction is issued to the electric power steering oil pump, thereby realizing the superposition of the current steering torque and automatically adjusting the compensation △T1 for the current steering torque. When the steering axle load range is [T1-T2], the calculation and execution logic are the same as the axle load range [0-T1] state, and the steering torque automatically adjusts to compensate for △T2. When the steering axle load range is [T2-T3], the calculation and execution logic are the same as the axle load range [0-T1] state, and the steering torque automatically adjusts to compensate for △T3. When the steering axle load range is [T3-T4], the calculation and execution logic are the same as the axle load range [0-T1] state, and the steering torque automatically adjusts to compensate for △T4. Among them, △T1, △T2, △T3 and △T4 are dynamic adjustment values, which are based on different axle loads. The optimal gain compensation value for each axle load and vehicle speed segment is not a fixed value. In the steering torque calculation module formula, a steering torque gain compensation coefficient is set. An initial value is set when the vehicle leaves the factory, and an upper limit is set. According to the actual use of different models, self-learning and automatic correction are performed during actual use. Therefore, △T1, △T2, △T3 and △T4 are calculated according to different gain coefficients. They are dynamic adjustment values. They are the optimal gain compensation values ​​according to different axle loads and vehicle speed segments. They are not fixed values, so as to achieve the optimal steering force for the driver. The higher the vehicle speed, the smaller the steering torque compensation value.

[0064] The power steering electronic control unit and the steering servo unit control the electric power steering oil pump and the steering servo unit auxiliary motor to provide steering torque assistance and steering angle compensation to complete the predetermined steering action of the wheel.

[0065] Step S104: Compensating the steering angle gain compensation value and the steering torque gain compensation value into the actual steering angle and the actual steering torque to control the vehicle intelligent steering.

[0066] Specifically, it determines whether the vehicle is in a driving state based on the steering angle displacement, vehicle speed signal and parking brake status signal;

[0067] If the steering angle displacement is less than the set value, the vehicle speed is 0, and the parking brake is in the applied state, the vehicle is judged to be in a parking or stopping state with no steering demand, and the power steering electronic control unit sends a standby control command with a speed of 0 to the electric power steering pump, causing the electric power steering pump to automatically stop or standby;

[0068] If the steering angle displacement is greater than the set value, the handbrake is in the released state and the vehicle speed is 0, the vehicle is judged to be in the parking steering state, and the steering power electronic control unit is used to send a preset idle speed control instruction to the electric steering power pump to control the electric steering power pump to automatically start.

[0069] It can be understood that when the driver does not turn the steering wheel or turns the steering wheel slightly, the displacement of the steering angle displacement sensor is less than the set value A (the value of A is greater than the vibration error and the idle travel displacement), and it is determined that there is no steering request. At the same time, the vehicle speed is 0 and the parking brake is in the applied state, and it is determined that the vehicle is in a parking or stopping state with no steering demand. The power steering electronic control unit sends a standby control command with a speed of 0 to the electric power steering oil pump, and the electric power steering oil pump automatically stops and stands by.

[0070] When the driver turns the steering wheel, the displacement of the steering angle displacement sensor is greater than the set value A, which is determined to be a steering request. At the same time, the handbrake is in the released state and the vehicle speed is 0, which is determined to be the vehicle in the parking steering state. The power steering electronic control unit sends a control command with a low idle speed N to the electric power steering oil pump, controlling the electric power steering oil pump to automatically start and be in the low speed N operating state. Low speed N is a fixed speed value.

[0071] In one embodiment, the present application includes: a steering gear, an electric power steering oil pump, a hydraulic oil storage device, a steering angle displacement sensor, a steering torque sensor, a power steering electronic control unit, a steering gear servo unit, a CAN communication line and other components. The electric power steering oil pump is located between the steering gear and the hydraulic oil storage device. The steering angle displacement sensor and the steering torque sensor are located on the steering transmission device. The power steering electronic control unit has a preset steering angle calculation module, a steering torque calculation module, and a real-time signal receiving module, which intelligently controls the start or stop of the working state of the electric power steering oil pump, as well as the steering angle and steering torque gain compensation. The steering gear servo unit includes an auxiliary motor, a controller, a worm gear drive and a housing to execute the steering angle compensation size. The steering transmission system consists of a steering wheel at its top and a steering column below it. The steering column is mechanically connected to the steering gear assembly, and the lower end of the steering gear assembly is connected to the wheels via a steering T-bar. A steering angle sensor and a steering torque sensor are mounted on the steering column, located below the steering wheel. When the driver turns the steering wheel, the steering column rotates. The steering angle sensor transmits a steering angle CAN signal to the vehicle's CAN network. The power steering electronic control unit receives the steering angle CAN signal and the vehicle speed information from the vehicle's CAN data. The internal steering angle calculation module calculates the steering angle compensation value, converts it into a steering angle compensation request CAN signal, and sends it to the steering gear servo unit. The steering gear servo unit controls the steering servo unit to perform angle compensation based on the steering angle compensation request CAN signal. Simultaneously, the steering torque calculation module calculates the steering torque compensation value based on the steering torque and steering axle load information. This steering torque compensation value is converted into a speed request CAN signal for the electric power steering pump, which then outputs an execution command to the electric power steering pump. The electric power steering pump rotates at this speed, compressing the oil in the hydraulic oil storage device and feeding it into the steering gear assembly to provide steering torque assistance. Finally, it is transmitted to the wheels through the steering gear assembly and the steering T-type mechanism to complete the final steering action.

[0072] Reference Figure 2 , Figure 2 FIG. 1 is a schematic diagram of an intelligent power steering control device provided by the present invention, as shown in FIG. Figure 2 As shown, the device includes:

[0073] Steering angle displacement sensor 201: It is used to determine whether the vehicle currently has a steering demand.

[0074] The power steering electronic control unit 202 is used to calculate the vehicle steering angle gain compensation value according to the vehicle speed and driving steering state;

[0075] The vehicle steering torque gain compensation value is calculated based on the vehicle speed and axle load signals.

[0076] Steering servo unit 203: used to compensate the steering angle gain compensation value and the steering torque gain compensation value to the actual steering angle and the actual steering torque to control the intelligent steering of the vehicle.

[0077] Furthermore, in a possible implementation, the power steering electronic control unit is further used to set different vehicle speed ranges;

[0078] According to the current vehicle speed range and the current steering state of the vehicle, the actual wheel steering angle is calculated in real time, and the actual steering angle is compared with the target steering angle to determine the vehicle steering angle gain compensation value.

[0079] Furthermore, in a possible implementation, the power steering electronic control unit is further configured to set different axle load ranges;

[0080] The vehicle steering torque gain compensation value is calculated based on the range of the vehicle's current steering axle load and the difference between the actual torque value and the optimal steering wheel torque value.

[0081] Furthermore, in a possible implementation, the power steering electronic control unit is further configured to determine an optimal steering wheel torque value required for the actual wheel steering torque based on a preset optimal steering wheel steering torque value table corresponding to different steering axle loads and wheel steering torques.

[0082] Furthermore, in a possible implementation manner, the steering angle displacement sensor is further used to obtain the steering angle displacement of the vehicle;

[0083] If the vehicle steering angle displacement is greater than the set steering angle, it is determined that the vehicle has a steering demand;

[0084] If the vehicle steering angle displacement is less than the set steering angle, it is determined that the vehicle has no steering demand.

[0085] Furthermore, in a possible embodiment, the power steering electronic control unit is further configured to determine whether the vehicle is in a driving state based on the steering angle displacement, the vehicle speed signal, and the handbrake state signal;

[0086] If the steering angle displacement is less than the set value, the vehicle speed is 0, and the parking brake is in the applied state, the vehicle is judged to be in a parking or stopping state with no steering demand, and the power steering electronic control unit sends a standby control command with a speed of 0 to the electric power steering pump, causing the electric power steering pump to automatically stop or standby;

[0087] If the steering angle displacement is greater than the set value, the handbrake is in the released state and the vehicle speed is 0, the vehicle is judged to be in the parking steering state, and the steering power electronic control unit is used to send a preset idle speed control instruction to the electric steering power pump to control the electric steering power pump to automatically start.

[0088] Furthermore, in a possible implementation manner, the steering servo unit is further configured to superimpose the determined steering angle gain compensation value with the current actual steering angle to compensate for the vehicle steering angle;

[0089] The determined steering torque gain compensation value is superimposed on the current actual steering torque to compensate for the vehicle steering torque.

[0090] Reference Figure 3 , Figure 3 The figure shows the intelligent power steering control logic diagram provided by the present invention. Figure 3 As shown:

[0091] When the driver does not turn the steering wheel or turns the steering wheel slightly, the displacement of the steering angle displacement sensor is less than the set value A (the value of A is greater than the vibration error and the idle travel displacement), and it is determined that there is no steering request. At the same time, the vehicle speed is 0 and the parking brake is in the applied state. It is determined that the vehicle is in a parking or stopping state with no steering demand. The power steering electronic control unit sends a standby control command with a speed of 0 to the electric power steering oil pump, and the electric power steering oil pump automatically stops and stands by.

[0092] When the driver turns the steering wheel, the displacement of the steering angle displacement sensor is greater than the set value A, which is determined to be a steering request. At the same time, the parking brake is in the released state and the vehicle speed is 0, which means the vehicle is in the parking steering state. The power steering electronic control unit sends a control command of low idle speed N to the electric power steering oil pump, which controls the electric power steering oil pump to automatically start and operate in the low speed N state. Low speed N is a fixed speed value.

[0093] The signal real-time receiving module receives the steering angle CAN signal in real time. When the driver turns the steering wheel, the steering angle displacement sensor sends a steering angle CAN signal that changes. The steering power electronic control unit receives the changed steering angle CAN signal and simultaneously reads the vehicle speed signal and handbrake status signal in the vehicle CAN data, and performs logical judgment through the internal preset steering angle calculation module. When the steering angle displacement is greater than the set value A, it is determined that there is a steering request. At the same time, the handbrake is in the released state, and the vehicle speed is greater than 0, it is determined that the vehicle is in the driving steering state. When the vehicle speed is 0-A, the vehicle is judged to be in a low-speed steering state. The steering angle calculation module preset in the steering power electronic control unit calculates the actual wheel steering angle in real time based on the steering angle CAN signal and the vehicle speed signal, and compares the actual steering angle with the target steering angle. If the actual steering angle does not meet the target steering angle requirement, the steering angle calculation module preset in the steering power electronic control unit will send the difference between the target steering angles to the steering servo unit. The steering servo unit controls the auxiliary motor and superimposes the difference with the current actual steering angle to execute steering angle compensation △α1. When the vehicle speed is AB, the vehicle is judged to be in a medium-speed steering state. The calculation and execution logic are the same as those in the low-speed state. Steering angle compensation △α2 is executed. When the vehicle speed is BC, the vehicle is judged to be in a medium-high-speed steering state. The calculation and execution logic are the same as those in the low-speed state. Steering angle compensation △α3 is executed. When the vehicle speed is CD, the vehicle is judged to be in a high-speed steering state. The calculation and execution logic are the same as those in the low-speed state. Steering angle compensation △α4 is executed. In the steering angle calculation module formula, a steering angle gain compensation coefficient is set, and an upper limit value is set. The steering angle gain compensation coefficient is set with an initial value when the vehicle leaves the factory. According to the actual use of different models, it is self-learned and automatically corrected during actual use. Therefore, △α1, △α2, △α3 and △α4 are calculated according to different gain coefficients. They are dynamic adjustment values ​​and are the optimal gain compensation values ​​according to different vehicle speed ranges. They are not fixed values, so as to achieve the optimal steering angle for the driver. The higher the vehicle speed, the smaller the steering angle compensation value;

[0094] While intelligently adjusting and compensating the steering angle, the real-time signal receiving module receives the steering axle load CAN signal and vehicle speed signal from the vehicle's CAN data. The steering torque calculation module, pre-set within the power steering electronic control unit, calculates the actual wheel steering torque in real time based on the steering axle load signal. A table of optimal steering wheel torque values ​​is pre-set for different steering axle loads and wheel steering torques. The power steering electronic control unit looks up the table based on the actual wheel steering torque and steering axle load information to determine the optimal steering wheel torque value required for steering. This value is then compared with the torque value on the steering torque sensor, which represents the actual torque applied by the driver's hand. When the steering axle load range is [0-T1], if there is a difference between the optimal steering wheel torque value and the torque value sent by the torque sensor, the steering torque calculation module will calculate the torque compensation value △T1 based on the torque difference, and superimpose the torque compensation value △T1 with the current actual steering torque value, and send it to the electric power steering oil pump control unit. The electric power steering oil pump control unit has a preset numerical table corresponding to the steering torque and speed. According to the target torque sent by the steering torque calculation module, the table is looked up to obtain the difference in the target speed of the electric power steering oil pump, and a speed reduction or increase instruction is issued to the electric power steering oil pump, thereby realizing the superposition of the current steering torque and automatically adjusting the compensation △T1 for the current steering torque. When the steering axle load range is [T1-T2], the calculation and execution logic are the same as the axle load range [0-T1] state, and the steering torque automatically adjusts to compensate for △T2. When the steering axle load range is [T2-T3], the calculation and execution logic are the same as the axle load range [0-T1] state, and the steering torque automatically adjusts to compensate for △T3. When the steering axle load range is [T3-T4], the calculation and execution logic are the same as the axle load range [0-T1] state, and the steering torque automatically adjusts to compensate for △T4. Among them, △T1, △T2, △T3 and △T4 are dynamic adjustment values, which are based on different axle loads. The optimal gain compensation value for each axle load and speed range is not a fixed value. The steering torque calculation module formula is equipped with a steering torque gain compensation coefficient and an upper limit value. The initial value is set when the vehicle leaves the factory. According to the actual use of different models, it is automatically corrected through self-learning during actual use. Therefore, △T1, △T2, △T3 and △T4 are calculated based on different gain coefficients and are dynamically adjusted values. They are the optimal gain compensation values ​​for different axle loads and speed ranges. They are not fixed values. This is to achieve the optimal steering force for the driver. The higher the speed, the smaller the steering torque compensation value.

[0095] The power steering electronic control unit and the steering servo unit control the electric power steering oil pump and the steering servo unit auxiliary motor to provide steering torque assistance and steering angle compensation to complete the predetermined steering action of the wheel.

[0096] Refer to the following Figure 4 An electronic device 400 according to this embodiment of the present invention will be described. Figure 4The electronic device 400 shown is merely an example and should not limit the functions and scope of use of the embodiments of the present invention.

[0097] like Figure 4 As shown, electronic device 400 is implemented as a general-purpose computing device. Components of electronic device 400 may include, but are not limited to, at least one processing unit 410, at least one storage unit 420, and a bus 430 connecting various system components (including storage unit 420 and processing unit 410).

[0098] The storage unit stores program codes, which can be executed by the processing unit 410, so that the processing unit 410 performs the steps according to various exemplary embodiments of the present invention described in the above “Example Method” section of this specification.

[0099] The storage unit 420 may include a readable medium in the form of a volatile storage unit, such as a random access memory unit (RAM) 421 and / or a cache memory unit 422 , and may further include a read-only memory unit (ROM) 423 .

[0100] The storage unit 420 may also include a program / utility 424 having a set (at least one) of program modules 425, such program modules 425 including but not limited to: an operating system, one or more application programs, other program modules, and program data, each of which or some combination may include an implementation of a network environment.

[0101] Bus 430 may represent one or more of several types of bus structures, including a memory bus or memory controller, a peripheral bus, an accelerated graphics port, a processing unit, or a local bus using any of a variety of bus architectures.

[0102] The electronic device 400 may also communicate with one or more external devices (e.g., a keyboard, a pointing device, a Bluetooth device, etc.), one or more devices that enable a user to interact with the electronic device 400, and / or any device that enables the electronic device 400 to communicate with one or more other computing devices (e.g., a router, a modem, etc.). Such communication may occur via an input / output (I / O) interface 450. Furthermore, the electronic device 400 may also communicate with one or more networks (e.g., a local area network (LAN), a wide area network (WAN), and / or a public network such as the Internet) via a network adapter 460. As shown, the network adapter 460 communicates with other modules of the electronic device 400 via a bus 430. It should be understood that, although not shown in the figure, other hardware and / or software modules may be used in conjunction with the electronic device 400, including but not limited to microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0103] Through the description of the above embodiments, it is easy for those skilled in the art to understand that the example embodiments described herein can be implemented by software or by combining software with necessary hardware. Therefore, the technical solution according to the embodiments of the present disclosure can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a USB flash drive, a mobile hard disk, etc.) or on a network, and includes several instructions to enable a computing device (which can be a personal computer, a server, a terminal device, or a network device, etc.) to execute the method according to the embodiments of the present disclosure.

[0104] According to the solution of the present disclosure, a computer-readable storage medium is also provided, on which a program product capable of implementing the above-mentioned method of this specification is stored. In some possible implementations, various aspects of the present invention may also be implemented in the form of a program product, which includes program code. When the program product is executed on a terminal device, the program code is used to cause the terminal device to perform the steps according to various exemplary embodiments of the present invention described in the "Exemplary Methods" section of this specification.

[0105] refer to Figure 5 As shown, a program product 500 for implementing the above method according to an embodiment of the present invention is described. The program product 500 may be a portable compact disc read-only memory (CD-ROM) and include program code, and may be run on a terminal device, such as a personal computer. However, the program product of the present invention is not limited thereto. In this document, a readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0106] The program product may be implemented in any combination of one or more readable media. The readable medium may be a readable signal medium or a readable storage medium. The readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or component, or any combination thereof. More specific examples (a non-exhaustive list) of readable storage media include: an electrical connection with one or more wires, a portable disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof.

[0107] A computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, which carries readable program code. Such propagated data signals may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A readable signal medium may also be any readable medium other than a readable storage medium that can transmit, propagate, or transfer a program for use by or in conjunction with an instruction execution system, apparatus, or device.

[0108] The program code embodied on the readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.

[0109] The program code for performing the operations of the present invention may be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Java, C++, and the like, as well as conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user computing device, partially on the user device, as a stand-alone software package, partially on the user computing device and partially on a remote computing device, or entirely on a remote computing device or server. In cases involving a remote computing device, the remote computing device may be connected to the user computing device via any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computing device (e.g., via the Internet using an Internet service provider).

[0110] Furthermore, the above-described figures are merely illustrative of the processes included in the method according to exemplary embodiments of the present invention and are not intended to be limiting. It is readily understood that the processes illustrated in the above-described figures do not indicate or limit the temporal order of these processes. Furthermore, it is readily understood that these processes may be executed synchronously or asynchronously, for example, in multiple modules.

[0111] The foregoing is merely a list of specific embodiments of the present application, intended to enable those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the broadest scope consistent with the principles and novel features of the present application.

[0112] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems) and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowcharts and / or block diagrams, as well as combinations of processes and / or blocks in the flowcharts and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowcharts and / or block diagrams. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

Claims

1. An intelligent power steering control method, characterized in that: include: Determine whether the vehicle currently has a steering requirement; If it is determined that there is a steering demand, the vehicle steering angle gain compensation value is calculated according to the vehicle speed and driving steering state; Calculate the vehicle steering torque gain compensation value based on the vehicle speed and axle load signals; Compensating the steering angle gain compensation value and the steering torque gain compensation value to the actual steering angle and the actual steering torque to control the intelligent steering of the vehicle; Among them, different axle load ranges are set; The vehicle steering torque gain compensation value is calculated based on the range of the vehicle's current steering axle load and the difference between the actual torque value and the optimal steering wheel torque value.

2. The method according to claim 1, characterized in that The calculation of the vehicle steering angle gain compensation value according to the vehicle speed and the driving steering state includes: Set different speed ranges; According to the current vehicle speed range and the current steering state of the vehicle, the actual wheel steering angle is calculated in real time, and the actual steering angle is compared with the target steering angle to determine the vehicle steering angle gain compensation value.

3. The method according to claim 1, characterized in that include: The optimal steering wheel torque value required for the actual wheel steering torque is determined based on a preset optimal steering wheel steering torque value table corresponding to different steering axle loads and wheel steering torques.

4. The method according to claim 1, wherein The determining whether the vehicle currently has a steering requirement includes: Obtain vehicle steering angle displacement; If the vehicle steering angle displacement is greater than the set steering angle, it is determined that the vehicle has a steering demand; If the vehicle steering angle displacement is less than the set steering angle, it is determined that the vehicle has no steering demand.

5. The method according to claim 1, wherein After determining whether the vehicle currently has a steering requirement, the following steps are included: Determine whether the vehicle is in driving state based on the steering angle displacement, vehicle speed signal and parking brake status signal; If the steering angle displacement is less than the set value, the vehicle speed is 0, and the parking brake is in the applied state, the vehicle is judged to be in a parking or stopping state with no steering demand, and the power steering electronic control unit sends a standby control command with a speed of 0 to the electric power steering pump, causing the electric power steering pump to automatically stop or standby; If the steering angle displacement is greater than the set value, the handbrake is in the released state and the vehicle speed is 0, the vehicle is judged to be in the parking steering state, and the steering power electronic control unit is used to send a preset idle speed control instruction to the electric steering power pump to control the electric steering power pump to automatically start.

6. The method according to claim 1, wherein The step of compensating the steering angle gain compensation value and the steering torque gain compensation value to the actual steering angle and the actual steering torque to control the intelligent steering of the vehicle includes: Superimposing the determined steering angle gain compensation value with the current actual steering angle to compensate for the vehicle steering angle; The determined steering torque gain compensation value is superimposed on the current actual steering torque to compensate for the vehicle steering torque.

7. An intelligent power steering control device, characterized in that: include: Steering angle displacement sensor, which is used to determine whether the vehicle currently has a steering requirement; The power steering electronic control unit is used to calculate the vehicle steering angle gain compensation value according to the vehicle speed and driving steering state; Calculate the vehicle steering torque gain compensation value based on the vehicle speed and axle load signals; A steering servo unit, configured to compensate the steering angle gain compensation value and the steering torque gain compensation value to the actual steering angle and the actual steering torque, so as to control the intelligent steering of the vehicle; The power steering electronic control unit is also used to set different axle load ranges; The vehicle steering torque gain compensation value is calculated based on the range of the vehicle's current steering axle load and the difference between the actual torque value and the optimal steering wheel torque value.

8. An electronic device, characterized in that: The electronic device comprises: processor; A memory having computer-readable instructions stored thereon, wherein when the computer-readable instructions are executed by the processor, the method according to any one of claims 1 to 6 is implemented.

9. A computer-readable storage medium, characterized in that The computer program instructions are stored therein, and when the computer program instructions are executed by a computer, the computer is caused to execute the method according to any one of claims 1 to 6.

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