Vehicle steering control method, vehicle steering control device, vehicle and storage medium

Abstract

The present application provides a vehicle steering control method, a vehicle steering control device, a vehicle, and a storage medium, and relates to the field of vehicle technology. The method includes: being applied to a vehicle including a variable transmission ratio mechanism, wherein the steering wheel is connected to the variable transmission ratio mechanism, and the variable transmission ratio mechanism is connected to the tire. The method also includes: if the steering force exerted by the tire on the steering wheel is detected, obtaining the current speed of the vehicle; based on the current speed, determining the target compensation angle; wherein the target compensation angle is used to represent the angle at which the variable transmission ratio mechanism drives the steering wheel to rotate in a first direction; the first direction is opposite to the direction corresponding to the steering force; based on the target compensation angle, controlling the variable transmission ratio mechanism to rotate so that the actual deflection angle of the steering wheel is less than or equal to the preset deflection angle corresponding to the current vehicle speed; wherein the actual deflection angle and the preset deflection angle are used to represent the angle of the steering wheel in the direction corresponding to the steering force. Based on the above scheme, the steering wheel hitting phenomenon can be avoided.

Description

Technical Field

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

[0002] While driving, the vehicle may collide with obstacles or bumps on the road, resulting in lateral impact, causing the vehicle tires to shift, which in turn causes the steering wheel to rotate in the opposite direction, resulting in a hand-hitting phenomenon, causing injury to the driver's hands and affecting the driver's driving experience; in addition, the steering wheel-hitting phenomenon may also cause the vehicle's steering to lose control, affecting the vehicle's normal steering.

[0003] Therefore, how to avoid the steering wheel hitting the hand is an urgent problem that needs to be solved. Summary of the Invention

[0004] The present application provides a vehicle steering control method, a vehicle steering control device, a vehicle and a storage medium, wherein the method can avoid the steering wheel hitting the hand.

[0005] In a first aspect, the present application provides a vehicle steering control method, the method being applied to a vehicle including a variable transmission ratio mechanism, wherein a steering wheel in the vehicle is connected to the variable transmission ratio mechanism, and the variable transmission ratio mechanism is connected to a tire in the vehicle, the method further comprising:

[0006] If the steering force applied by the tire to the steering wheel is detected, the current speed of the vehicle is obtained; based on the current speed, the target compensation angle is determined; wherein, the target compensation angle is used to represent the angle at which the variable transmission ratio mechanism drives the steering wheel to rotate in a first direction; the first direction is opposite to the direction corresponding to the steering force; based on the target compensation angle, the variable transmission ratio mechanism is controlled to rotate so that the actual deflection angle of the steering wheel is less than or equal to the preset deflection angle corresponding to the current vehicle speed; wherein, the actual deflection angle and the preset deflection angle are used to represent the angle of the steering wheel in the direction corresponding to the steering force.

[0007] In an embodiment of the present application, when the steering force applied by the tire to the steering wheel is detected, it indicates that the steering wheel may be hitting the hand at this time. In order to avoid the steering wheel hitting phenomenon, the current speed of the vehicle can be obtained, and the angle (i.e., the target compensation angle) that can be used to drive the steering wheel to rotate in a first direction opposite to the direction corresponding to the steering force by the variable transmission ratio mechanism can be determined based on the current speed of the vehicle. The variable transmission ratio mechanism is then controlled to rotate based on the target compensation angle to control the actual deflection angle of the steering wheel to be less than or equal to the preset deflection angle corresponding to the current speed of the vehicle. The steering wheel is driven to rotate in the first reverse direction by the variable transmission ratio mechanism to offset the steering force applied by the tire to the steering wheel, thereby preventing the steering wheel from being driven by the tire to rotate in the direction corresponding to the steering force, thereby preventing the steering wheel from hitting the hand.

[0008] In addition, in an embodiment of the present application, the steering wheel is connected to a variable transmission ratio mechanism, and the variable transmission ratio mechanism is connected to a tire in the vehicle; when the tire drives the steering wheel to rotate in a direction corresponding to the steering force, the steering wheel is driven to rotate toward the first direction by the variable transmission ratio mechanism, and a variable transmission ratio that fits the current steering of the steering wheel and the current steering of the tire can be obtained. The steering of the steering wheel is controlled by the variable transmission ratio, which avoids the problem of deviation in the steering of the steering wheel controlled by a fixed transmission ratio, and can control the steering of the steering wheel more accurately, further avoiding the steering wheel hitting phenomenon.

[0009] In combination with the first aspect and the above implementations, in certain implementations of the first aspect, the vehicle further includes a motor and a steering gear, the motor is connected to a variable transmission ratio mechanism, and the variable transmission ratio mechanism is connected to a tire in the vehicle via an input shaft of the steering gear. The method further includes:

[0010] Based on the current speed of the input shaft, the current speed of the steering wheel and the current speed of the motor, it is determined whether the motor has turned on the angle compensation function; wherein the angle compensation function is used to indicate the function of the variable transmission ratio mechanism driving the steering wheel to rotate in a first direction; the above-mentioned determination of the target compensation angle based on the current vehicle speed includes: if the motor turns on the angle compensation function, determining the target rotation angle of the motor based on the current vehicle speed; determining the target compensation angle based on the target rotation angle; wherein the target rotation angle is positively correlated with the current vehicle speed; the target compensation angle is positively correlated with the target rotation angle.

[0011] In an embodiment of the present application, whether the motor angle compensation function is enabled is determined by measuring the current rotational speed of the steering gear input shaft, the current rotational speed of the steering wheel, and the current rotational speed of the motor. Only when the motor angle compensation function is enabled is the target rotation angle of the motor determined based on the vehicle's current speed. The corresponding target compensation angle is then derived from the target rotation angle of the motor. This prevents the motor angle compensation function from being activated due to the driver's inadvertent activation when the motor angle compensation function's activation conditions are not met, thereby affecting the vehicle's normal steering. This provides a safety measure for the vehicle's normal steering, thereby ensuring normal steering.

[0012] In combination with the first aspect and the above implementations, in some implementations of the first aspect, determining the target compensation angle based on the target rotation angle includes:

[0013] A target transmission ratio between the motor and the variable transmission ratio mechanism is obtained; and a target compensation angle is determined based on the target rotation angle and the target transmission ratio.

[0014] In an embodiment of the present application, the target compensation angle of the movable transmission ratio mechanism is obtained by the target rotation angle of the motor and the target transmission ratio of the motor and the variable transmission ratio mechanism. The target compensation angle of the movable transmission ratio mechanism can be made more accurate based on the mechanical structure association.

[0015] In combination with the first aspect and the above implementations, in certain implementations of the first aspect, controlling the rotation of the variable transmission ratio mechanism based on the target compensation angle includes:

[0016] The motor is controlled to rotate according to the target rotation angle to drive the variable transmission ratio mechanism to rotate at a target compensation angle corresponding to the target rotation angle.

[0017] In combination with the first aspect and the above implementations, in certain implementations of the first aspect, controlling the rotation of the variable transmission ratio mechanism based on the target compensation angle so that the actual steering wheel deflection angle is less than or equal to a preset deflection angle corresponding to the current vehicle speed includes:

[0018] After controlling the variable transmission ratio mechanism to rotate at a target compensation angle, the current deflection angle of the steering wheel and the current torque of the input shaft are obtained; if the current deflection angle is greater than the preset deflection angle, and / or the current torque is greater than the preset torque threshold, a first compensation angle is obtained, and the variable transmission ratio mechanism is controlled to rotate at the first compensation angle so that the actual deflection angle is less than or equal to the preset deflection angle.

[0019] In the embodiment of the present application, after the variable transmission ratio mechanism rotates at the target compensation angle, if the current steering wheel deflection angle is greater than the preset deflection angle, and / or the current torque of the input shaft of the steering gear is greater than the preset torque threshold, this indicates that the tire-driven steering wheel rotation in the second reverse direction has not been fully offset. To fully offset the tire-driven steering wheel rotation in the second reverse direction, the variable transmission ratio mechanism may be controlled to rotate again at the target compensation angle until the actual steering wheel deflection angle is less than or equal to the preset deflection angle corresponding to the vehicle's current speed. This indicates that multiple reverse impact compensations have occurred, further causing the steering wheel to hit the hand.

[0020] In combination with the first aspect and the above implementations, in certain implementations of the first aspect, after controlling the variable transmission ratio mechanism to rotate based on the target compensation angle so that the actual steering wheel deflection angle is less than or equal to a preset deflection angle corresponding to the current vehicle speed, the method further includes:

[0021] Obtaining a steering angle correspondence between the steering wheel and the tire; wherein the steering angle correspondence is used to represent a correspondence between the steering wheel angle and the tire angle; based on the steering angle correspondence, aligning the steering wheel angle and the tire angle so that the steering wheel angle and the tire angle correspond one-to-one.

[0022] In an embodiment of the present application, after the actual deflection angle of the steering wheel is less than or equal to the preset deflection angle corresponding to the current vehicle speed, the steering wheel angle and the tire angle can be aligned through the angle correspondence between the steering wheel and the tire, so that the steering wheel angle and the tire angle correspond one-to-one, avoiding the problem of deviation and mismatch between the steering wheel angle and the tire angle after reverse impact compensation, so that the steering of the tire can be normally controlled by the steering wheel, ensuring the normal steering of the vehicle and improving the driving safety of the vehicle.

[0023] In combination with the first aspect and the above implementations, in certain implementations of the first aspect, determining whether the motor angle compensation function is enabled based on the current speed of the input shaft, the current speed of the steering wheel, and the current speed of the motor includes:

[0024] If the current speed of the input shaft is greater than or equal to the first preset speed, the current speed of the steering wheel is less than or equal to the second preset speed, and the current speed of the motor is less than or equal to the third preset speed, the motor is controlled to start the angle compensation function.

[0025] In an embodiment of the present application, when the current speed of the input shaft in the steering gear is greater than or equal to the first preset speed, the current speed of the steering wheel is less than or equal to the second preset speed, and the current speed of the motor is less than or equal to the third preset speed, it means that the vehicle meets the conditions for controlling the motor to turn on the angle compensation function, and then controls the motor to turn on the angle compensation function. This avoids the problem that the angle compensation function of the motor is turned on due to accidental touch by the driver when the conditions for turning on the angle compensation function of the motor are not met, thereby affecting the normal steering of the vehicle. This provides a safety measure for the normal steering of the vehicle, thereby ensuring the normal steering of the vehicle.

[0026] In a second aspect, the present application provides a vehicle steering control device, which is configured for a vehicle including a variable transmission ratio mechanism, wherein a steering wheel in the vehicle is connected to the variable transmission ratio mechanism, and the variable transmission ratio mechanism is connected to a tire in the vehicle, and the device comprises:

[0027] An acquisition module, configured to acquire the current speed of the vehicle if a steering force applied by the tire to the steering wheel is detected;

[0028] a determination module, configured to determine a target compensation angle based on a current vehicle speed; wherein the target compensation angle represents an angle at which the variable transmission ratio mechanism drives the steering wheel to rotate in a first direction; the first direction being opposite to a direction corresponding to the steering force;

[0029] A processing module is used to control the rotation of the variable transmission ratio mechanism based on the target compensation angle so that the actual deflection angle of the steering wheel is less than or equal to the preset deflection angle corresponding to the current vehicle speed; wherein the actual deflection angle and the preset deflection angle are used to represent the steering angle of the steering wheel in the direction corresponding to the steering force.

[0030] In a third aspect, the present application provides a vehicle comprising a memory and a processor. The memory is configured to store executable program code, and the processor is configured to retrieve and execute the executable program code from the memory, so that the vehicle executes the method of the first aspect or any possible implementation of the first aspect.

[0031] In a fourth aspect, the present application provides a computer program product, which includes: computer program code, which, when running on a computer, enables the computer to execute the method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0032] In a fifth aspect, the present application provides a computer-readable storage medium, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 It is a schematic diagram of a vehicle collision scene in related technology.

[0034] Figure 2 It is a structural schematic diagram of the vehicle steering system provided in an embodiment of the present application.

[0035] Figure 3 This is a schematic structural diagram of the double planetary gear provided in an embodiment of the present application.

[0036] Figure 4 It is a flow chart of a vehicle steering control method provided in an embodiment of the present application.

[0037] Figure 5 A schematic diagram of a system for the angle compensation function provided in an embodiment of the present application.

[0038] Figure 6 A schematic diagram of a process flow for multiple reverse impact compensation provided in an embodiment of the present application.

[0039] Figure 7 It is a structural schematic diagram of the vehicle steering control device provided in an embodiment of the present application.

[0040] Figure 8 It is a structural schematic diagram of the vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0041] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more than two.

[0042] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0043] Figure 1 It is a schematic diagram of a vehicle collision scene in related technology.

[0044] For example, Figure 1 As shown in (a), Figure 1 (a) includes a vehicle 110 and obstacles 120 on the road, such as stones or wood blocks.

[0045] Before the tires (eg, front tires) of the vehicle 110 collide with the obstacle 120, the steering of the steering wheel 111 in the vehicle 110 can be controlled by the driver's hands 131 and 132. Figure 1 As shown in (b) in FIG. 1 , hand 131 and hand 132 can turn the steering wheel to the direction shown by the arrow (e.g., left direction). At this time, the steering of the front tire 112 in the vehicle 110 is consistent with the steering of the steering wheel, also to the left direction.

[0046] If the driver loses concentration while driving the vehicle 110 and fails to avoid the obstacle 120 in time, the front tire 112 may hit the obstacle 120, causing the steering of the front tire 112 to become as follows: Figure 1 In the embodiment of the present invention, the steering direction of the front tire 112 changes from the left to the right (e.g., right direction). At this time, since the front tire 112 and the steering wheel 111 are in mechanical transmission, when the steering direction of the front tire 112 changes from the left to the right, the steering direction of the steering wheel 111 will follow the steering change of the front tire 112, that is, the steering direction of the steering wheel 111 will also change from the left to the right.

[0047] However, the driver's hands 131 and 132 are turning the steering wheel 111 to the left. If the steering wheel 111 suddenly changes direction from left to right following the turning of the front tire 112, the driver may not be able to react in time, and the steering column 113 on the steering wheel 111 may strike the hand 132, causing pain or even fracture to the driver's hand, resulting in injury to the driver's hand. This phenomenon is called the "hand-slapping phenomenon." In addition, when the steering wheel 111 strikes the hand, it may also cause the vehicle 110 to lose control of the steering, affecting the normal steering of the vehicle 110.

[0048] Therefore, in order to solve the problem of hand-slapping on the steering wheel, the present application proposes a vehicle steering control method, a vehicle steering control device, a vehicle and a storage medium.

[0049] The following combination Figures 2 to 6 The vehicle steering control method provided in the embodiment of the present application is described in detail.

[0050] Figure 2 It is a structural schematic diagram of the vehicle steering system provided in an embodiment of the present application.

[0051] For example, Figure 2 As shown, Figure 2 The steering system includes a steering wheel 211, a variable transmission ratio module 210, and a steering gear 220. The variable transmission ratio module 210 includes an input shaft 212, a dual planetary gear 213, an output shaft 214, an electronically controlled variable gear ratio (EVGR) controller 215, a motor position sensor (MPS) 216, and a motor 217. The steering gear 210 includes an input shaft 221, a torque sensor (TAS) 222, a torsion bar 223, a rack 224, and two tires 225.

[0052] The steering wheel 211 is a human-machine interface for the driver to control the steering of the vehicle.

[0053] The input shaft 212 is connected to the steering wheel 211 and can receive a steering input from the driver through the steering wheel 211 .

[0054] The dual planetary gears 213 are key components for achieving a variable transmission ratio. The transmission ratio can be altered by changing the gear combination to achieve a variable transmission ratio. The dual planetary gears 213 are connected to the steering wheel 211 via the input shaft 212. The dual planetary gears 213 can also be replaced by one or more of a small-tooth-difference gear structure, a compound planetary gear structure, a reverse planetary gear structure, a multi-planetary gear structure, a harmonic gear structure, and a variable-pitch helical gear structure. It is understood that any device capable of achieving a variable transmission ratio, either independently or in combination, can replace the dual planetary gears 213. In the embodiments of this application, these devices are collectively referred to as a "variable transmission ratio mechanism."

[0055] The EVGR controller 215 is the hub of the vehicle's steering system. It receives steering signals from the steering wheel 211 and determines how to change the gear ratio by calculating a variable gear ratio and implementing a steering adjustment strategy. The EVGR controller 215 is in communication with the steering wheel 211. Steering adjustment strategies include, but are not limited to, low-speed steering strategy, high-speed steering strategy, emergency obstacle avoidance strategy, and energy-saving mode.

[0056] The MPS 216 is connected to the motor 217 and can monitor the position of the motor 217 and feed back the acquired current position of the motor 217 to the EVGR controller 215 so that the EVGR controller 215 can understand the current state of the motor 217 and send control instructions to the motor 217. The EVGR controller 215 is connected to the MPS 216.

[0057] The motor 217 is an actuator for the variable transmission ratio. When receiving a control instruction regarding the variable transmission ratio from the EVGR controller 215 , the motor 217 responds to the control instruction to change the transmission ratio. The motor 217 is connected to the dual planetary gear 213 .

[0058] The output shaft 214 is connected to the double planetary gear 213, and the output shaft 214 is connected to the input shaft 221 in the steering gear 220. The steering input adjusted by the motor 217 and the double planetary gear 213 can be transmitted to the steering gear 220 through the output shaft 214, so that the rotational motion of the input shaft 221 can be converted into the steering motion of the tire 225 through the steering gear 220.

[0059] The TAS 222 can collect torque data of the steering gear 220 and feed the collected torque data back to the EVGR controller 215 so that the EVGR controller 215 can understand the steering direction and steering force of the tire 225 ; the TAS 222 is connected to the input shaft 221 .

[0060] The input shaft 221 is connected to the rack 224 through the torsion bar 221, and the rack 224 is connected to the tire 225. The torsion bar 221 can transmit the rotational motion of the input shaft 221 to the rack 224, so that the rack 224 converts the rotational motion of the input shaft 221 into linear motion, thereby achieving control of the steering direction and steering force of the tire 225.

[0061] For example, when the current direction of the tire 225 is left, if the tire 225 hits an obstacle on the road, the direction of the tire 225 may change from left to right. At this time, the torque that changes the direction of the tire 225 from left to right can be transmitted to the steering wheel 211 through the rack 224, the torsion bar 223, the input shaft 221, the output shaft 221, the double planetary gear 213 and the input shaft 212 in sequence, thereby causing the steering wheel 211 to hit the hand (such as Figure 1 (as shown in (c) in the figure).

[0062] In order to prevent the steering wheel 211 from hitting the hand when the tire 225 changes direction from left to right, the motor 217 can drive the double planetary gear 213 to perform a reverse impact on the torque transmitted by the tire 225 (i.e., reverse impact compensation), thereby offsetting the torque transmitted by the tire 225 as much as possible, so that the torque transmitted by the tire 225 cannot be transmitted or is transmitted to the steering wheel 211 in a very small amount, thereby avoiding the steering wheel 211 from hitting the hand.

[0063] Figure 3 This is a schematic structural diagram of the double planetary gear provided in an embodiment of the present application.

[0064] For example, Figure 3 As shown, Figure 3 The structure includes a driving structure 31, a driven structure 32, and a retaining frame 310. The driving structure 31 includes a fixed ring gear 301, driving planetary gears 302, a driving sun gear 303, and an input shaft 304 connected to the steering wheel (i.e., the aforementioned input shaft 221). The driven structure 32 includes a worm 305, a ring gear 306, driven planetary gears 307, a driven sun gear 308, and an output shaft 309 connected to the steering gear (i.e., the aforementioned output shaft 214). The driving structure 31 and the driven structure 32 are connected by a retaining frame 310.

[0065] The driving sun gear 303 is connected to the steering wheel via an input shaft 304. It is also connected to two driving planetary gears 302, each of which is connected to a fixed ring gear 301. The driven sun gear 308 is connected to the steering gear via an output shaft 309. It is also connected to two driven planetary gears 307, each of which is connected to a ring gear 306 with a ring gear inside and a turbine outside. Furthermore, one ring gear 306 is connected to the motor via a worm 305. The driving planetary gears 302 of the driving mechanism 31 and the driven planetary gears 307 of the driven mechanism 32 are connected via a retainer 310.

[0066] To control the tire's steering, the steering wheel's direction of rotation is transmitted to the driving sun gear 303 via the input shaft 304, driving the driving sun gear 303 to rotate. The rotation of the driving sun gear 303 in turn drives the driving planetary gears 302 to rotate about the axis of the input shaft 304; simultaneously, the driving planetary gears 302 also actively rotate about their own axes. Furthermore, the driving planetary gears 302 can drive the rotation of the driven planetary gears 307 via the retaining frame 310, which is fixed by the fixed ring gear 301. The driven planetary gears 307 then drive the rotation of the driven sun gear 308, which in turn drives the output shaft 309 to rotate, thereby controlling the tire's steering.

[0067] When the steering wheel thrashes, the output shaft 309 drives the driven sun gear 308 in reverse rotation. This rotation in turn drives the driven planetary gears 307 to rotate about the axis of the output shaft 309, and then drives the driven planetary gears 307 to actively rotate about their own axes. Furthermore, the driven planetary gears 307 drive the driving planetary gears 302 through the retainer 310. The driving planetary gears 302 then drive the driving sun gear 303, which in turn drives the input shaft 304, which in turn drives the steering wheel through the input shaft 304, causing the steering wheel to rotate, resulting in the thrashing phenomenon.

[0068] To prevent the steering wheel from thrashing, a motor can be used to rotate the worm gear 305, which in turn drives the turbine outside the ring gear 306. This turbine then drives the driven planetary gear 307 to rotate about its own axis, which in turn drives the driven sun gear 308 to rotate. At this point, the rotation of the driven planetary gear 307 is transmitted to the driving planetary gear 302 via the retaining frame 310, causing the driven planetary gear 307 to rotate the driving planetary gear 302. The driving planetary gear 302 then drives the driving sun gear 303 to rotate in the opposite direction, minimizing the rotation angle transmitted from the output shaft 309.

[0069] Figure 4 The vehicle steering control method is introduced in conjunction with the above structure. Figure 4 This is a flow chart of a vehicle steering control method provided by an embodiment of the present application. Figure 1 The vehicle 110 performs, or Figure 2 EVGR is executed in .

[0070] For example, Figure 4 As shown, the method 400 is applied to a vehicle including a variable transmission ratio mechanism (e.g., the dual planetary gear 213 described above), wherein a steering wheel in the vehicle is connected to the variable transmission ratio mechanism, and the variable transmission ratio mechanism is connected to tires in the vehicle. The method 400 includes the following implementation process:

[0071] S410: If the steering force applied by the tire to the steering wheel is detected, the current speed of the vehicle is obtained.

[0072] For example, after the vehicle is powered on, the vehicle's tires can be checked for steering forces acting on the steering wheel. Normally, the tires rotate due to the steering force applied by the steering wheel. However, when the tires are subject to steering forces acting on the steering wheel, the steering wheel can rotate with the tires, potentially causing the steering wheel to jerk. To prevent this, the vehicle's current speed can be obtained.

[0073] Optionally, when a tire collides with an obstacle on the road, the tire will generate a significant steering force acting on the steering wheel. Furthermore, the greater the impact force between the tire and the obstacle on the road, the greater the steering force exerted by the tire on the steering wheel, i.e., the steering force is positively correlated with the impact force.

[0074] Because it's difficult to directly measure the impact force of a collision between a vehicle and a road obstacle, the vehicle's current speed can be used to indirectly measure the impact force. The vehicle's current speed is positively correlated with the impact force; that is, the greater the vehicle's current speed, the greater the impact force and the potential impact on steering; the lower the vehicle's current speed, the smaller the impact force and the potential impact on steering.

[0075] For example, when the steering wheel is currently turning to the left, if the tire collides with an obstacle on the road, a right steering force is generated on the steering wheel, causing the steering wheel to turn to the right. The steering wheel rotates at this time, and there may be a hand-hitting phenomenon.

[0076] For example, when the steering wheel is in the center position, if the tire collides with an obstacle on the road, a left steering force is generated on the steering wheel, causing the steering wheel to turn to the left, and the hand-hitting phenomenon may also occur.

[0077] It should be noted that the steering wheel angle sensor configured in the vehicle can collect steering wheel information in real time, and the tire angle sensor configured in the vehicle can collect tire steering information in real time. When the steering wheel steering information and the tire steering information are obtained, the current steering direction of the steering wheel can be obtained based on the steering wheel steering information, and the current steering direction of the tire can be obtained based on the tire steering information.

[0078] S420: Determine a target compensation angle based on the current vehicle speed.

[0079] The target compensation angle represents the angle at which the variable transmission ratio mechanism drives the steering wheel to rotate in the first direction. For example, when the tire drives the steering wheel to rotate clockwise, the target compensation angle represents the angle at which the variable transmission ratio mechanism drives the steering wheel to rotate clockwise, thereby offsetting the clockwise rotation angle of the steering wheel driven by the tire.

[0080] The first direction is opposite to the direction corresponding to the steering force. For example, if the first direction is left, the direction corresponding to the steering force is right. Alternatively, if the first direction is right, the direction corresponding to the steering force is left. For ease of explanation, the following description assumes that the first direction is left and the direction corresponding to the steering force is right.

[0081] For example, when the current speed of the vehicle is obtained, the compensation angle corresponding to the current speed (which may be called the "target compensation angle") can be determined, that is, there is a corresponding relationship between the current speed of the vehicle and the target compensation angle.

[0082] The current speed of the vehicle is positively correlated with the target compensation angle; that is, the greater the current speed of the vehicle, the greater the corresponding target compensation angle, and the smaller the current speed of the vehicle, the smaller the corresponding target compensation angle.

[0083] In one possible implementation, whether the motor has turned on the angle compensation function is determined based on the current speed of the input shaft, the current speed of the steering wheel and the current speed of the motor; wherein the angle compensation function is used to indicate the function of the variable transmission ratio mechanism driving the steering wheel to rotate in a first direction; the above-mentioned determination of the target compensation angle based on the current vehicle speed includes: if the motor turns on the angle compensation function, determining the target rotation angle of the motor based on the current vehicle speed; determining the target compensation angle based on the target rotation angle; wherein the target rotation angle is positively correlated with the current vehicle speed; and the target compensation angle is positively correlated with the target rotation angle.

[0084] For example, the current speed of the input shaft in the steering gear, the current speed of the steering wheel and the current speed of the motor can be obtained, and based on the obtained current speed of the input shaft, the current speed of the steering wheel and the current speed of the motor, it is determined whether to control the motor to start the angle compensation function, so as to drive the steering wheel to rotate to the left through the variable transmission ratio mechanism.

[0085] Optionally, the above-mentioned judgment of whether the motor turns on the angle compensation function is based on the current speed of the input shaft, the current speed of the steering wheel and the current speed of the motor, including: if the current speed of the input shaft is greater than or equal to the first preset speed, the current speed of the steering wheel is less than or equal to the second preset speed, and the current speed of the motor is less than or equal to the third preset speed, controlling the motor to turn on the angle compensation function.

[0086] For example, after obtaining the current speed of the input shaft (V s ), the current speed of the steering wheel (V h ) and the current speed of the motor (V m ), the magnitude relationships between the current speed of the input shaft, the current speed of the steering wheel, and the current speed of the motor and their corresponding preset speeds can be determined respectively.

[0087] For example, when the current speed of the input shaft is ≥ the first preset speed (i.e., the preset speed corresponding to the input shaft), the current speed of the steering wheel is ≤ the second preset speed (i.e., the preset speed corresponding to the steering wheel), and the current speed of the motor is ≤ the third preset speed (i.e., the preset speed corresponding to the motor), it means that the vehicle meets the conditions for controlling the motor to turn on the angle compensation function, and the motor can be controlled to turn on the angle compensation function.

[0088] The third preset speed is related to the current speed of the input shaft and the current speed of the steering wheel. Specifically, the speed difference between the current speed of the input shaft and the current speed of the steering wheel is first calculated, and then the speed difference is multiplied by the set coefficient (IS) to obtain the third preset speed. That is, the third preset speed = IS × (V s -V h ).

[0089] For example, the first preset rotation speed is set to 450° / s and the second preset rotation speed is set to 200° / s. s ≥450° / s, V h ≤200° / s, V m ≤IS×I×(V s -V h ), the motor can be controlled to start the angle compensation function. Where I represents the gear ratio between the steering wheel and the output shaft.

[0090] It should be noted that the first preset speed is related to the model of the steering gear, and the second preset speed is related to the model of the steering wheel. The above data is only for illustrative purposes and is not limited to this embodiment of the present application.

[0091] Furthermore, you can also s ≥450° / s, V h ≤200° / s, Vm ≤IS×I×(V s -V h ), the current vehicle speed (V) and the actual torque of the input shaft in the steering gear (T s ), and combined with the vehicle's current speed and the actual torque of the input shaft, determine whether to control the motor to enable the angle compensation function. Determine whether the vehicle's current speed is within a preset speed range and whether the actual torque of the input shaft is greater than or equal to a set torque threshold.

[0092] For example, in V s ≥450° / s, V h ≤200° / s, V m ≤IS×I×(V s -V h ), if the current speed of the vehicle is within the preset speed range and the actual torque of the input shaft is ≥ the set torque threshold, it means that the conditions for controlling the motor to start the angle compensation function are met and the motor can be controlled to start the angle compensation function. s 、V h and V m On this basis, the current speed of the vehicle and the current actual torque of the output shaft are combined to determine whether to control the motor to start the angle compensation function. The judgment conditions are increased, which can improve the accuracy of the judgment result.

[0093] For example, the preset speed range is set to 10km / h ~ 60km / h, and the torque threshold is set to 6N / m. s ≥450° / s, V h ≤200° / s, V m ≤IS×I×(V s -V h ), 10km / h≤V≤60km / h, T s When the force is ≥6N / m, the motor can be controlled to start the angle compensation function.

[0094] It should be noted that setting the preset speed range to 10 km / h to 60 km / h can prevent the corner compensation function from being erroneously triggered when the vehicle's current speed is between 0 km / h and 10 km / h and the tires are manually driven. The preset speed range can also be set to 15 km / h to 60 km / h or 8 km / h to 60 km / h, etc., and this embodiment of the application is not limited to this.

[0095] Figure 5 A schematic diagram of a system for the angle compensation function provided in an embodiment of the present application.

[0096] For example, Figure 5 As shown, Figure 5The system includes a brake controller 501, a combination switch steering angle sensor (SAS) 502, an angle torque sensor 222, an EVGR controller 215, and a motor 217. The EVGR controller 215 includes a reverse impact compensation angle module 503, a motor position sensor 216, and a motor control module 504.

[0097] The brake controller 501 may collect vehicle speed information and send the collected vehicle speed information to the reverse impact compensation angle module 503 .

[0098] The SAS 502 may collect the rotation speed information of the steering wheel in the vehicle, and send the collected rotation speed information of the steering wheel to the reverse impact compensation angle module 503 .

[0099] The TAS 222 may collect speed information and torque information of the input shaft in the steering gear 220 , and send the collected speed information and torque information of the input shaft to the reverse impact compensation angle module 503 .

[0100] The reverse impact compensation angle module 503 can receive the vehicle speed information sent by the brake controller 501, the steering wheel speed information sent by SAS502, the input shaft speed information and torque information sent by TAS222, and the speed information of the motor 217 sent by the motor position sensor 216; and obtain the current speed of the motor through the current vehicle speed corresponding to the vehicle speed information, the current steering wheel speed corresponding to the steering wheel speed information, the current speed of the input shaft corresponding to the input shaft speed information, the current torque of the input shaft corresponding to the input shaft torque information, and the speed information of the motor 217 to determine whether to turn on the motor angle compensation function.

[0101] Furthermore, in V s ≥450° / s, V h ≤200° / s, V m ≤IS×I×(V s -V h ), if the current speed of the vehicle is in the preset speed range, the actual torque of the input shaft ≥ the set torque threshold, indicating that the conditions for controlling the motor to start the angle compensation function are met, the reverse impact compensation angle module 503 can send a compensation angle speed signal to the motor control module 504, so as to send a reverse impact compensation signal to the motor 217 through the motor control module 504, thereby controlling the motor to start the angle compensation function, and performing reverse impact compensation on the steering wheel angle through the reverse impact supplementary signal.

[0102] Optionally, when obtaining the current speed of the steering wheel and the current speed of the motor, the transmission ratio 1 from the steering wheel to the output shaft and the transmission ratio 2 from the motor to the output shaft can also be obtained to obtain the current speed of the output shaft. Current speed of the output shaft = V h × Transmission ratio 1+V m × transmission ratio 2.

[0103] In an embodiment of the present application, when the current speed of the input shaft in the steering gear is greater than or equal to the first preset speed, the current speed of the steering wheel is less than or equal to the second preset speed, and the current speed of the motor is less than or equal to the third preset speed, it means that the vehicle meets the conditions for controlling the motor to turn on the angle compensation function, and then controls the motor to turn on the angle compensation function. This avoids the problem that the angle compensation function of the motor is turned on due to accidental touch by the driver when the conditions for turning on the angle compensation function of the motor are not met, thereby affecting the normal steering of the vehicle. This provides a safety measure for the normal steering of the vehicle, thereby ensuring the normal steering of the vehicle.

[0104] For example, when the motor turns on the angle compensation function, the rotation angle of the motor corresponding to the current speed can be determined by the current speed of the vehicle (which can be called the "target rotation angle"), that is, there is a corresponding relationship between the current speed of the vehicle and the target rotation angle.

[0105] The vehicle's current speed is positively correlated with the target rotation angle; that is, the greater the vehicle's current speed, the larger the corresponding target rotation angle, and the smaller the vehicle's current speed, the smaller the corresponding target rotation angle. Furthermore, the target rotation angle is also positively correlated with the target compensation angle.

[0106] Optionally, the maximum allowable rotation angle of the motor can be pre-calibrated before the vehicle rolls off the assembly line. The target compensation rotation angle corresponding to the vehicle in different preset speed ranges can be obtained from the maximum rotation angle, thereby maximizing the reverse impact compensation of the steering wheel. The angular coefficient (which can be denoted as "λ") corresponding to different speed ranges can also be pre-calibrated. The angular coefficient is positively correlated with the limit value (i.e., the minimum limit value or the maximum limit value) of the preset speed range. That is, the larger the limit value of the preset speed range, the larger the corresponding angular coefficient, and the smaller the limit value of the preset speed range, the smaller the corresponding angular coefficient.

[0107] For example, the target compensation rotation angle can be obtained by multiplying the maximum rotation angle of the motor by the angle coefficient; that is, the target compensation rotation angle = maximum rotation angle × angle coefficient. This is illustrated in Table 1:

[0108] Table 1

[0109] Preset speed range 10~20km / h 20~30km / h 30~40km / h 40~50km / h …… Angle coefficient λ11 λ12 λ13 λ14 ……

[0110] As shown in Table 1, when the vehicle's current speed is between 10 and 20 km / h, the corresponding angle coefficient is λ11, and the target compensation rotation angle = maximum rotation angle × λ11. When the vehicle's current speed is between 20 and 30 km / h, the corresponding angle coefficient is λ12, and the target compensation rotation angle = maximum rotation angle × λ12. When the vehicle's current speed is between 30 and 40 km / h, the corresponding angle coefficient is λ13, and the target compensation rotation angle = maximum rotation angle × λ13. When the vehicle's current speed is between 40 and 50 km / h, the corresponding angle coefficient is λ14, and the target compensation rotation angle = maximum rotation angle × λ14. Here, λ14>λ13>λ12>λ11.

[0111] It should be noted that each preset speed interval has only one corresponding angle coefficient, and the speed data of each preset speed interval do not overlap. The data in Table 1 are only exemplary and are not limited to this embodiment of the present application.

[0112] In an embodiment of the present application, whether the motor angle compensation function is enabled is determined by measuring the current rotational speed of the steering gear input shaft, the current rotational speed of the steering wheel, and the current rotational speed of the motor. Only when the motor angle compensation function is enabled is the target rotation angle of the motor determined based on the vehicle's current speed. The corresponding target compensation angle is then derived from the target rotation angle of the motor. This prevents the motor angle compensation function from being activated due to the driver's inadvertent activation when the motor angle compensation function's activation conditions are not met, thereby affecting the vehicle's normal steering. This provides a safety measure for the vehicle's normal steering, thereby ensuring normal steering.

[0113] Optionally, determining the target compensation angle based on the target rotation angle includes: acquiring a target transmission ratio between the motor and the variable transmission ratio mechanism; and determining the target compensation angle based on the target rotation angle and the target transmission ratio.

[0114] Among them, the transmission ratio of the motor and the variable transmission ratio mechanism (which can be called the "target transmission ratio", denoted as "I1") can be obtained through vehicle calibration, and is related to the model of the variable transmission ratio mechanism and the model of the motor. The embodiment of the present application does not limit this.

[0115] For example, a double planetary gear is used for illustration, and the rotation speed of the cage is recorded as "V c ", the speed of the driven sun gear is recorded as "V r I1=(V m -V c ) / (V r -V c ).

[0116] Furthermore, when I1 is calculated, the target rotation angle of the motor can be converted to obtain the current speed of the motor; then the current speed of the driven sun gear is calculated using the current speed of the motor and I1; thereafter, the current speed of the driven sun gear is converted to obtain the compensation angle corresponding to the driven sun gear, that is, the target compensation angle.

[0117] In an embodiment of the present application, the target compensation angle of the movable transmission ratio mechanism is obtained by the target rotation angle of the motor and the target transmission ratio of the motor and the variable transmission ratio mechanism. The target compensation angle of the movable transmission ratio mechanism can be made more accurate based on the mechanical structure association.

[0118] S430: Based on the target compensation angle, control the variable transmission ratio mechanism to rotate so that the actual deflection angle of the steering wheel is less than or equal to the preset deflection angle corresponding to the current vehicle speed.

[0119] The actual deflection angle and the preset deflection angle may represent the steering angle of the steering wheel in the direction corresponding to the steering force.

[0120] For example, upon obtaining a target compensation angle corresponding to the variable transmission ratio mechanism, the variable transmission ratio mechanism can be controlled to rotate based on the target compensation angle to control the actual steering wheel deflection angle, so that the actual steering wheel deflection angle is less than or equal to the deflection angle corresponding to the vehicle's current speed (which may be referred to as the "preset deflection angle"). Furthermore, since the actual deflection angle and the preset deflection angle represent the steering wheel's corresponding rightward rotation angle, when the actual deflection angle is less than or equal to the preset deflection angle, the steering wheel's rightward rotation angle is controlled to prevent the steering wheel from hitting the hand.

[0121] Optionally, when the target compensation angle controls the variable transmission ratio mechanism to rotate, if the actual deflection angle is 0, it means that the steering wheel is not deflected, which can avoid the steering wheel hitting the hand to the greatest extent.

[0122] Alternatively, the transmission ratio between the variable transmission ratio mechanism and the steering wheel (which may be denoted as "I2") may be calculated. I2 = V r / V h When I2 is calculated, the motor's target rotation angle can be converted to obtain the motor's current speed. The current steering wheel speed is then calculated using the motor's current speed and I2. Finally, the steering wheel's current speed is converted to obtain the steering wheel's compensation angle, which is then used to adjust the steering wheel's actual deflection angle.

[0123] Among them, the current speed of the vehicle is positively correlated with the preset deflection angle; that is, the greater the current speed of the vehicle, the greater the corresponding preset deflection angle; the smaller the current speed of the vehicle, the smaller the corresponding preset deflection angle.

[0124] Optionally, the maximum allowable steering wheel deflection angle can be pre-calibrated before the vehicle leaves the production line. The maximum deflection angle can be used to determine the vehicle's corresponding deflection angles for different preset speed ranges, thereby controlling the actual steering wheel deflection angle. Furthermore, the deflection angle coefficient (denoted as "η") corresponding to different speed ranges can be pre-calibrated. The deflection angle coefficient is positively correlated with the preset speed range limit (i.e., minimum or maximum limit). Specifically, a larger speed range limit corresponds to a larger deflection angle coefficient, while a smaller speed range limit corresponds to a smaller deflection angle coefficient.

[0125] For example, the preset deflection angle can be obtained by multiplying the maximum deflection angle allowed by the steering wheel by the deflection angle coefficient; that is, the preset deflection angle = maximum deflection angle × deflection angle coefficient. This is illustrated in Table 2:

[0126] Table 2

[0127] Preset speed range 10~20km / h 20~30km / h 30~40km / h 40~50km / h …… Deflection angle coefficient η11 η12 η13 η14 ……

[0128] As shown in Table 2, when the vehicle's current speed is between 10 and 20 km / h, the corresponding deflection angle coefficient is η11, and the preset deflection angle = maximum deflection angle × η11. When the vehicle's current speed is between 20 and 30 km / h, the corresponding deflection angle coefficient is η12, and the preset deflection angle = maximum deflection angle × η12. When the vehicle's current speed is between 30 and 40 km / h, the corresponding deflection angle coefficient is η13, and the preset deflection angle = maximum deflection angle × η13. When the vehicle's current speed is between 40 and 50 km / h, the corresponding deflection angle coefficient is η14, and the preset deflection angle = maximum deflection angle × η14. Here, η14>η13>η12>η11.

[0129] It should be noted that each preset speed range has only one corresponding deflection angle coefficient, and the speed data of each preset speed range do not overlap. The data in Table 2 are only exemplary and are not limited to this embodiment of the present application.

[0130] In such Figure 4In the illustrated method 400, when the steering force exerted by the tire on the steering wheel is detected, it indicates that the steering wheel may be slapping. In order to avoid the steering wheel slapping phenomenon, the current speed of the vehicle can be obtained, and the angle (i.e., the target compensation angle) that can be used to drive the steering wheel to rotate in a first direction opposite to the direction corresponding to the steering force by the variable transmission ratio mechanism can be determined based on the current speed of the vehicle. The variable transmission ratio mechanism is then controlled to rotate based on the target compensation angle to control the actual deflection angle of the steering wheel to be less than or equal to the preset deflection angle corresponding to the current speed of the vehicle. The steering wheel is driven to rotate in the first reverse direction by the variable transmission ratio mechanism to offset the steering force exerted by the tire on the steering wheel, thereby preventing the steering wheel from being driven by the tire to rotate in the direction corresponding to the steering force, thereby preventing the steering wheel from slapping. This protects the driver's hands and ensures normal steering of the vehicle. Among them, when the steering force applied by the tire to the steering wheel is detected, the steering wheel may not have rotated with the rotation of the tire, or the steering wheel may have started to rotate with the rotation of the tire. The steering wheel is driven to rotate in the first reverse direction by the variable transmission ratio mechanism, which can offset the steering force applied by the tire to the steering wheel.

[0131] In addition, in an embodiment of the present application, the steering wheel is connected to a variable transmission ratio mechanism, and the variable transmission ratio mechanism is connected to a tire in the vehicle; when the tire drives the steering wheel to rotate in a direction corresponding to the steering force, the steering wheel is driven to rotate toward the first direction by the variable transmission ratio mechanism, and a variable transmission ratio that fits the current steering of the steering wheel and the current steering of the tire can be obtained. The steering of the steering wheel is controlled by the variable transmission ratio, which avoids the problem of deviation in the steering of the steering wheel controlled by a fixed transmission ratio, and can control the steering of the steering wheel more accurately, further avoiding the steering wheel hitting phenomenon.

[0132] In one possible implementation, controlling the variable transmission ratio mechanism to rotate based on the target compensation angle includes: controlling the motor to rotate according to the target rotation angle to drive the variable transmission ratio mechanism to rotate at the target compensation angle corresponding to the target rotation angle.

[0133] For example, when controlling the variable transmission ratio mechanism to rotate according to a target compensation angle, the motor can be controlled to rotate according to the corresponding target rotation angle. Because the motor is connected to the turbine in the ring gear, which is connected to the driven planetary gears, and thus the planetary gears are connected to the driven sun gear, when the motor rotates according to the target rotation angle, the variable transmission ratio mechanism can be driven to rotate at the target compensation angle corresponding to the target rotation angle.

[0134] In one possible implementation, the above-mentioned control of the variable transmission ratio mechanism to rotate based on the target compensation angle so that the actual deflection angle of the steering wheel is less than or equal to the preset deflection angle corresponding to the current vehicle speed includes: after controlling the variable transmission ratio mechanism to rotate at the target compensation angle, obtaining the current deflection angle of the steering wheel and the current torque of the input shaft; if the current deflection angle is greater than the preset deflection angle, and / or the current torque is greater than the preset torque threshold, obtaining a first compensation angle, and controlling the variable transmission ratio mechanism to rotate at the first compensation angle so that the actual deflection angle is less than or equal to the preset deflection angle; wherein the first compensation angle is less than the target compensation angle.

[0135] For example, the variable transmission ratio mechanism can be controlled to rotate at a target compensation angle. After the rotation is completed (i.e., the first reverse impact compensation), the current steering wheel deflection angle and the current torque of the input shaft in the steering gear can be obtained. It is determined whether the current steering wheel deflection angle is greater than a preset deflection angle corresponding to the current vehicle speed; and whether the current torque of the input shaft is greater than a preset torque threshold.

[0136] Furthermore, when the current steering wheel deflection angle exceeds a preset deflection angle and / or the current input shaft torque exceeds a preset torque threshold (e.g., 3 N / m), this indicates that the reverse rightward rotation angle of the steering wheel driven by the tire has not been fully offset. Therefore, to continue offsetting this reverse rotation angle, the compensation angle corresponding to the variable transmission ratio mechanism (referred to as the "first compensation angle") can be re-determined based on the vehicle's current speed. The variable transmission ratio mechanism is then controlled to rotate at the first compensation angle (i.e., second reverse impact compensation), and the current steering wheel deflection angle and current torque of the input shaft in the steering gear after the variable transmission ratio mechanism rotates at the first compensation angle are obtained.

[0137] If the current deflection angle of the steering wheel is greater than the preset deflection angle and / or the current torque of the input shaft is greater than 3N / m, the compensation angle corresponding to the variable transmission ratio mechanism (which can be called the "nth compensation angle") is re-determined according to the current vehicle speed, and the variable transmission ratio mechanism is controlled to rotate at the nth compensation angle (i.e., the nth reverse impact compensation) until the actual deflection angle of the steering wheel is ≤ the preset deflection angle.

[0138] Optionally, the maximum compensation angle corresponding to the maximum rotation angle of the motor can be obtained during the first reverse impact compensation, and the variable transmission ratio mechanism can be controlled to rotate at the maximum compensation angle, so as to offset the reverse angle of the steering wheel turning to the right to the greatest extent when the reverse impact compensation is performed for the first time. Since the reverse angle of the steering wheel turning to the right has been offset to the greatest extent, the reverse angle of the steering wheel turning to the right will become smaller and smaller. Therefore, when the reverse impact compensation is performed on the steering wheel angle subsequently, the compensation angle can be decreased in sequence, for example, the first compensation angle is less than the target compensation angle; that is, the number of reverse impact compensations is negatively correlated with the compensation angle corresponding to the variable transmission ratio mechanism, thereby avoiding the problem of over-compensation causing the steering wheel to oversteer to the left, and avoiding the risk of vehicle steering out of control.

[0139] For example, the compensation angle corresponding to the variable transmission ratio mechanism can be adjusted by adjusting the number of reverse compensation times and the angle coefficient corresponding to the preset interval. This is illustrated in Table 3:

[0140] Table 3

[0141] 10~20km / h 20~30km / h 30~40km / h 40~50km / h Angle factor 1 λ11 λ12 λ13 λ14 Angle factor 2 λ21 λ22 λ23 λ24 …… …… …… …… …… Angle coefficient n λn1 λn2 λn3 λn4

[0142] As shown in Table 3, when the vehicle's current speed is between 10 and 20 km / h, the first reverse impact compensation corresponds to an angle coefficient 1 of λ11; the second reverse impact compensation corresponds to an angle coefficient 2 of λ21; the third reverse impact compensation corresponds to an angle coefficient 3 of λ31, and so on until the nth reverse impact compensation, where the corresponding angle coefficient n is λn1; wherein, λ11>λ21>λ31>…>λn1. When the vehicle's current speed is between 20 and 30 km / h, the first reverse impact compensation corresponds to an angle coefficient 1 of λ12; the second reverse impact compensation corresponds to an angle coefficient 2 of λ22; the third reverse impact compensation corresponds to an angle coefficient 3 of λ32, and so on until the nth reverse impact compensation, where the corresponding angle coefficient n is λn2; wherein, λ12>λ22>λ32>…>λn2. When the current speed of the vehicle is between 30 and 40 km / h or between 40 and 50 km / h, the change in the angle coefficient corresponding to each reverse impact compensation can refer to the introduction when the current speed of the vehicle is between 10 and 20 km / h or between 20 and 30 km / h, and will not be repeated here.

[0143] It should be noted that each reverse impact compensation has only one corresponding angle coefficient. The data in Table 3 are only exemplary and are not limited to this embodiment of the present application.

[0144] For example, the preset deflection angle can be adjusted by adjusting the number of reverse compensation times and the deflection angle coefficient corresponding to the preset interval. This is illustrated in Table 4:

[0145] Table 4

[0146] 10~20km / h 20~30km / h 30~40km / h 40~50km / h Deflection angle coefficient 1 η11 η12 η13 η14 Deflection angle coefficient 2 η21 η22 η23 η24 …… …… …… …… …… Deflection angle coefficient n ηn1 ηn2 ηn3 ηn4

[0147] As shown in Table 4, when the vehicle's current speed is between 10 and 20 km / h, the first reverse impact compensation corresponds to a deflection angle coefficient 1 of η11; the second reverse impact compensation corresponds to a deflection angle coefficient 2 of η21; the third reverse impact compensation corresponds to a deflection angle coefficient 3 of η31, and so on until the nth reverse impact compensation, the corresponding deflection angle coefficient n is ηn1; wherein, η11>η21>η31>…>ηn1. When the vehicle's current speed is between 20 and 30 km / h, the first reverse impact compensation corresponds to a deflection angle coefficient 1 of η12; the second reverse impact compensation corresponds to a deflection angle coefficient 2 of η22; the third reverse impact compensation corresponds to a deflection angle coefficient 3 of η32, and so on until the nth reverse impact compensation, the corresponding deflection angle coefficient n is ηn2; wherein, η12>η22>η32>…>ηn2. When the current speed of the vehicle is between 30 and 40 km / h or between 40 and 50 km / h, the change in the deflection angle coefficient corresponding to each reverse impact compensation can refer to the introduction when the current speed of the vehicle is between 10 and 20 km / h or between 20 and 30 km / h, and will not be repeated here.

[0148] It should be noted that each reverse impact compensation has only one corresponding deflection angle coefficient. The data in Table 4 are only for illustrative purposes and are not limited to this embodiment of the present application.

[0149] Figure 6 A schematic diagram of a process flow for multiple reverse impact compensation provided in an embodiment of the present application.

[0150] For example, Figure 6 As shown, the method 500 includes the following implementation process:

[0151] S501 : The variable transmission ratio mechanism performs the first reverse impact compensation on the steering wheel by compensating the steering angle 1 .

[0152] For example, when the motor activates the angle compensation function, the motor can drive the variable transmission ratio mechanism to compensate for reverse impact on the steering wheel. When the motor drives the variable transmission ratio mechanism to compensate for the first reverse impact on the steering wheel, the corresponding compensation angle 1 can be obtained based on the current vehicle speed, so that the variable transmission ratio mechanism performs the first reverse impact compensation on the steering wheel using the compensation angle 1.

[0153] S502 : Obtaining an actual steering wheel deflection angle 1 and an actual input shaft torque 1 after the first reverse impact compensation.

[0154] For example, after the variable transmission ratio mechanism performs the first reverse impact compensation on the steering wheel by compensating the rotation angle 1, the current actual deflection angle 1 of the steering wheel and the current actual torque 1 of the input shaft can be obtained.

[0155] S503: Is the actual deflection angle 1 ≤ the preset deflection angle 1, and the actual torque 1 ≤ 3 N / m? If so, the process ends; if not, the process continues with S504.

[0156] For example, when the actual deflection angle 1 and the actual torque 1 are obtained, it can be determined whether the actual deflection angle 1 is ≤ the preset deflection angle 1; and whether the actual torque 1 is ≤ 3 N / m.

[0157] For example, if it is determined that the actual deflection angle 1 ≤ the preset deflection angle 1, and the actual torque 1 ≤ 3 N / m, it means that the angle of the steering wheel turning to the right is controlled, and the steering wheel hitting the hand can be avoided.

[0158] S504: The variable transmission ratio mechanism performs a second reverse impact compensation on the steering wheel by compensating the steering angle 2.

[0159] For example, if the actual deflection angle 1 is greater than the preset deflection angle 1 and / or the actual torque 1 is greater than 3 N / m as determined in step S503, this indicates that the reverse rightward rotation angle of the steering wheel driven by the tire has not been fully offset. Therefore, to further offset this reverse rotation angle, the motor may be used to drive the variable transmission ratio mechanism to perform a second reverse impact compensation on the steering wheel.

[0160] When the motor drives the variable transmission ratio mechanism to perform a second reverse impact compensation on the steering wheel, the corresponding compensation angle 2 can be obtained based on the current vehicle speed, so that the variable transmission ratio mechanism performs the second reverse impact compensation on the steering wheel using compensation angle 2. Compensation angle 2 is less than compensation angle 1.

[0161] S505 , obtaining the actual steering wheel deflection angle 2 and the actual torque 2 of the input shaft after the second reverse impact compensation.

[0162] For example, after the variable transmission ratio mechanism performs the second reverse impact compensation on the steering wheel by compensating the rotation angle 2, the current actual deflection angle 2 of the steering wheel and the current actual torque 2 of the input shaft can be obtained.

[0163] S506: Is the actual deflection angle 2 ≤ the preset deflection angle 2, and is the actual torque 2 ≤ 3 N / m? If so, the process ends; if not, the process continues with reverse impact compensation.

[0164] For example, when the actual deflection angle 2 and the actual torque 2 are obtained, it can be determined whether the actual deflection angle 2 is ≤ the preset deflection angle 2; and whether the actual torque 2 is ≤ 3 N / m.

[0165] For example, if it is determined that the actual deflection angle 2 ≤ the preset deflection angle 2, and the actual torque 2 ≤ 3 N / m, it means that the angle of the steering wheel turning to the right is controlled, and the steering wheel hitting the hand can be avoided.

[0166] S507: The variable transmission ratio mechanism performs an nth reverse impact compensation on the steering wheel by compensating the rotation angle n.

[0167] For example, if the actual deflection angle 2 > the preset deflection angle 2 and / or the actual torque 2 > 3 N / m obtained in S506, this indicates that the reverse rotation angle of the steering wheel driven to the right by the tire has not been fully offset. Therefore, to further offset this reverse rotation angle, the motor-driven variable transmission ratio mechanism can be used to perform reverse impact compensation on the steering wheel for the third, fourth, and nth times, respectively, where n ≥ 1.

[0168] When the motor drives the variable transmission ratio mechanism to compensate for the nth reverse impact of the steering wheel, a corresponding compensation angle n can be obtained based on the current vehicle speed, so that the variable transmission ratio mechanism compensates for the nth reverse impact of the steering wheel using the compensation angle n. Where, compensation angle n < compensation angle n-1 < ... < compensation angle 2 < compensation angle 1.

[0169] S508 : Obtain the actual steering wheel deflection angle n and the actual torque n of the input shaft after the n-th reverse impact compensation.

[0170] For example, after the variable transmission ratio mechanism performs reverse impact compensation on the steering wheel for the nth time by compensating the rotation angle n, the current actual deflection angle n of the steering wheel and the current actual torque n of the input shaft can be obtained.

[0171] S509: Is the actual deflection angle n ≤ the preset deflection angle n, and is the actual torque n ≤ 3 N / m? If so, the process ends.

[0172] For example, when the actual deflection angle n and the actual torque n are obtained, it can be determined whether the actual deflection angle n is ≤ the preset deflection angle n; and whether the actual torque n is ≤ 3 N / m.

[0173] For example, if it is determined that the actual deflection angle n is less than or equal to the preset deflection angle n, and the actual torque n is less than or equal to 3 N / m, it means that the angle of the steering wheel turning to the right is controlled, and the steering wheel hitting the hand can be avoided.

[0174] It should be noted that after each reverse impact compensation, it is necessary to re-collect the actual deflection angle of the steering wheel, the actual torque of the input shaft and the current speed of the vehicle at the current moment; and re-determine the preset deflection angle corresponding to the current speed based on the current speed of the vehicle.

[0175] In the embodiment of the present application, after the variable transmission ratio mechanism rotates at the target compensation angle, if the current steering wheel deflection angle is greater than the preset deflection angle, and / or the current torque of the input shaft of the steering gear is greater than the preset torque threshold, this indicates that the tire-driven steering wheel rotation in the second reverse direction has not been fully offset. To fully offset the tire-driven steering wheel rotation in the second reverse direction, the variable transmission ratio mechanism may be controlled to rotate again at the target compensation angle until the actual steering wheel deflection angle is less than or equal to the preset deflection angle corresponding to the vehicle's current speed. This indicates that multiple reverse impact compensations have occurred, further causing the steering wheel to hit the hand.

[0176] Optionally, after controlling the variable transmission ratio mechanism to rotate based on the target compensation angle so that the actual deflection angle of the steering wheel is less than or equal to the preset deflection angle corresponding to the current vehicle speed, the method further includes: obtaining the angle correspondence between the steering wheel and the tire; wherein the angle correspondence is used to represent the correspondence between the steering wheel angle and the tire angle; based on the angle correspondence, aligning the steering wheel angle and the tire angle so that the steering wheel angle and the tire angle correspond one-to-one.

[0177] For example, when the actual steering wheel deflection angle is less than or equal to a preset deflection angle, and / or the torque of the output shaft of the steering gear is less than or equal to a default torque threshold (e.g., 3 N / m), it can be determined that reverse impact compensation is complete. Upon completion of reverse impact compensation, the motor can be controlled to exit the angle compensation function.

[0178] Optionally, when adverse impact compensation is complete, a reminder message can be output to the driver via a display screen (e.g., an instrument panel) or voice module in the vehicle to remind the driver that the steering wheel and tires need to be aligned and to remove their hands from the steering wheel. For example, the reminder message could read, "Adverse impact compensation is enabled. The steering wheel and tires are now automatically aligned. Please remove your hands from the steering wheel."

[0179] Furthermore, when aligning the steering wheel and tire, the corresponding rotation angle relationship between the steering wheel and the tire can be obtained first. For example, when the steering wheel angle is 90°, the corresponding tire angle is 6°, and when the steering wheel angle is 120°, the corresponding tire angle is 8°. This embodiment of the present application is not limited to this.

[0180] Alternatively, a transmission ratio A between the steering wheel and the tire may be obtained, and the corresponding tire angle may be obtained by the steering wheel angle and the transmission ratio A. For example, tire angle = steering wheel angle / transmission ratio A.

[0181] For example, after compensation for the reverse impact, the steering wheel angle and the tire angle may become complementary. Therefore, the steering wheel angle and the tire angle can be aligned using the angle correspondence, i.e., the steering wheel angle and the tire angle can be calibrated to achieve a one-to-one correspondence between the steering wheel angle and the tire angle.

[0182] For example, when the steering wheel angle is 90°, the corresponding tire angle should be 6°; however, after reverse impact compensation, when the steering wheel angle is 90°, the tire angle may be 5°, which is a deviation. To eliminate the deviation, the pre-calibrated angle correspondence can be used to calibrate the tire angle to 6° when the steering wheel angle is 90°.

[0183] In an embodiment of the present application, after the actual deflection angle of the steering wheel is less than or equal to the preset deflection angle corresponding to the current vehicle speed, the steering wheel angle and the tire angle can be aligned through the angle correspondence between the steering wheel and the tire, so that the steering wheel angle and the tire angle correspond one-to-one, avoiding the problem of deviation and mismatch between the steering wheel angle and the tire angle after reverse impact compensation, so that the steering of the tire can be normally controlled by the steering wheel, ensuring the normal steering of the vehicle and improving the driving safety of the vehicle.

[0184] It should be understood that the above examples are intended to help those skilled in the art understand the embodiments of the present application, and are not intended to limit the embodiments of the present application to the specific numerical values ​​or specific scenarios illustrated. Those skilled in the art can obviously make various equivalent modifications or variations based on the above examples, and such modifications or variations also fall within the scope of the embodiments of the present application.

[0185] Combined with the above Figures 1 to 6 The vehicle steering control method provided by the embodiment of the present application is described in detail; Figure 7 and Figure 8 The device embodiments of the present application are described in detail. It should be understood that the devices in the embodiments of the present application can execute the various methods of the aforementioned embodiments of the present application, that is, the specific working processes of the following various products can refer to the corresponding processes in the aforementioned method embodiments.

[0186] Figure 7 It is a structural schematic diagram of the vehicle steering control device provided in an embodiment of the present application.

[0187] For example, Figure 7 As shown, the device 700 is configured in a vehicle including a variable transmission ratio mechanism, wherein a steering wheel in the vehicle is connected to the variable transmission ratio mechanism, and the variable transmission ratio mechanism is connected to a tire in the vehicle. The device 700 includes:

[0188] An acquisition module 710 is configured to acquire the current speed of the vehicle if a steering force applied by the tire to the steering wheel is detected;

[0189] Determination module 720, for determining a target compensation angle based on the current vehicle speed; wherein the target compensation angle is used to represent the angle at which the variable transmission ratio mechanism drives the steering wheel to rotate in a first direction; the first direction is opposite to the direction corresponding to the steering force;

[0190] Processing module 730 is used to control the rotation of the variable transmission ratio mechanism based on the target compensation angle so that the actual deflection angle of the steering wheel is less than or equal to the preset deflection angle corresponding to the current vehicle speed; wherein the actual deflection angle and the preset deflection angle are used to represent the steering angle of the steering wheel in the direction corresponding to the steering force.

[0191] In one possible implementation, the vehicle also includes a motor and a steering gear, the motor is connected to a variable transmission ratio mechanism, and the variable transmission ratio mechanism is connected to a tire in the vehicle through an input shaft of the steering gear. The acquisition module 710 is also used to: determine whether the motor has turned on the angle compensation function based on the current speed of the input shaft, the current speed of the steering wheel and the current speed of the motor; wherein the angle compensation function is used to indicate the function of the variable transmission ratio mechanism driving the steering wheel to rotate in a first direction; the determination module 720 is specifically used to: if the motor turns on the angle compensation function, determine the target rotation angle of the motor based on the current vehicle speed; determine the target compensation angle based on the target rotation angle; wherein the target rotation angle is positively correlated with the current vehicle speed; and the target compensation angle is positively correlated with the target rotation angle.

[0192] In a possible implementation, the determination module 720 is specifically configured to: obtain a target transmission ratio between the motor and the variable transmission ratio mechanism; and determine a target compensation angle based on the target rotation angle and the target transmission ratio.

[0193] In a possible implementation, the processing module 730 is specifically configured to control the motor to rotate according to a target rotation angle, so as to drive the variable transmission ratio mechanism to rotate at a target compensation angle corresponding to the target rotation angle.

[0194] In one possible implementation, the processing module 730 is specifically used to: after controlling the variable transmission ratio mechanism to rotate at a target compensation angle, obtain the current deflection angle of the steering wheel and the current torque of the input shaft; if the current deflection angle is greater than the preset deflection angle, and / or the current torque is greater than the preset torque threshold, obtain the first compensation angle, and control the variable transmission ratio mechanism to rotate at the first compensation angle so that the actual deflection angle is less than or equal to the preset deflection angle.

[0195] In one possible implementation, after controlling the variable transmission ratio mechanism to rotate based on the target compensation angle so that the actual deflection angle of the steering wheel is less than or equal to the preset deflection angle corresponding to the current vehicle speed, the processing module 730 is further used to: obtain the angle correspondence between the steering wheel and the tire; wherein the angle correspondence is used to represent the correspondence between the steering wheel angle and the tire angle; based on the angle correspondence, align the steering wheel angle and the tire angle so that the steering wheel angle and the tire angle correspond one-to-one.

[0196] In one possible implementation, the acquisition module 710 is also used to: if the current speed of the input shaft is greater than or equal to the first preset speed, the current speed of the steering wheel is less than or equal to the second preset speed, and the current speed of the motor is less than or equal to the third preset speed, control the motor to start the angle compensation function.

[0197] It should be noted that the above-mentioned device 700 is embodied in the form of a functional module. The term "module" here can be implemented in the form of software and / or hardware, and is not specifically limited to this.

[0198] For example, a "module" may be a software program, a hardware circuit, or a combination of the two that implements the above-described functions. The hardware circuit may include an application-specific integrated circuit (ASIC), an electronic circuit, a processor (e.g., a shared processor, a dedicated processor, or a group processor, etc.) and memory for executing one or more software or firmware programs, combined logic circuits, and / or other suitable components that support the described functions.

[0199] Therefore, the modules of each example described in the embodiments of this application can be implemented with electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0200] Figure 8 It is a structural schematic diagram of the vehicle provided in an embodiment of the present application.

[0201] For example, Figure 8 As shown, the vehicle 800 includes: a memory 810 and a processor 820, wherein the memory 810 stores an executable program code 8101, and the processor 820 is used to call and execute the executable program code 8101 to perform a vehicle steering control method.

[0202] This application can divide the vehicle into functional modules based on the above-mentioned method examples. For example, each functional module can be mapped to a specific function, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only a logical functional division. In actual implementation, other division methods may be used.

[0203] In the case of dividing each functional module into corresponding functional modules, the vehicle may include: an acquisition module, a determination module, a processing module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module and will not be repeated here.

[0204] The vehicle provided in this application is used to execute the above-mentioned vehicle steering control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0205] In the case of an integrated unit, the vehicle may include a processing module and a storage module. The processing module may be used to control and manage the vehicle's movements, while the storage module may be used to support the vehicle's execution of relevant program codes and data.

[0206] The processing module may be a processor or controller that implements or executes the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processing (DSP) and a microprocessor, and the storage module may be a memory.

[0207] The present application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of any of the aforementioned methods. The computer-readable storage medium may include, but is not limited to, any type of disk, including a floppy disk, an optical disk, a DVD (Digital Video Disc), a CD-ROM (Compact Disc Read-Only Memory), a microdrive, a magneto-optical disk, a ROM (Read-Only Memory), a RAM (Random Access Memory), an EPROM (Erasable Programmable Read-Only Memory), an EEPROM (Electrically Erasable Programmable Read-Only Memory), a DRAM (Dynamic Random Access Memory), a VRAM (Video Random Access Memory), a flash memory device, a magnetic or optical card, a nanosystem (including a molecular memory IC), or any other type of medium or device suitable for storing instructions and / or data.

[0208] The present application also provides a computer program product. When the computer program product is run on a computer, it enables the computer to execute the above-mentioned related steps to implement a vehicle steering control method in the above-mentioned embodiment.

[0209] In addition, the vehicle provided in the embodiments of the present application can specifically be a chip, component or module, and the vehicle may include a connected processor and memory; wherein the memory is used to store instructions, and when the vehicle is running, the processor can call and execute instructions to enable the chip to execute a vehicle steering control method in the above embodiment.

[0210] Among them, the vehicle, computer-readable storage medium, computer program product or chip provided in this application are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0211] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0212] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0213] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A vehicle steering control method, characterized in that: The method is applied to a vehicle including a variable transmission ratio mechanism, wherein a steering wheel in the vehicle is connected to the variable transmission ratio mechanism, and the variable transmission ratio mechanism is connected to a tire in the vehicle, and the method comprises: If a steering force applied by the tire to the steering wheel is detected, obtaining a current speed of the vehicle; Determining a target compensation angle based on the current vehicle speed; wherein the target compensation angle is used to represent the angle at which the variable transmission ratio mechanism drives the steering wheel to rotate in a first direction; the first direction is opposite to the direction corresponding to the steering force; Based on the target compensation angle, the variable transmission ratio mechanism is controlled to rotate so that the actual deflection angle of the steering wheel is less than or equal to the preset deflection angle corresponding to the current vehicle speed; wherein the actual deflection angle and the preset deflection angle are used to represent the steering angle of the steering wheel in the direction corresponding to the steering force.

2. The method according to claim 1, characterized in that The vehicle further includes a motor and a steering gear, the motor being connected to the variable transmission ratio mechanism, the variable transmission ratio mechanism being connected to a tire in the vehicle via an input shaft of the steering gear, and the method further including: determining whether a rotation angle compensation function of the motor is enabled based on the current rotation speed of the input shaft, the current rotation speed of the steering wheel, and the current rotation speed of the motor; wherein the rotation angle compensation function is used to indicate a function of the variable transmission ratio mechanism driving the steering wheel to rotate in the first direction; The determining of the target compensation angle based on the current vehicle speed includes: If the rotation angle compensation function of the motor is turned on, determining a target rotation angle of the motor based on the current vehicle speed; determining the target compensation angle based on the target rotation angle; The target rotation angle is positively correlated with the current vehicle speed; and the target compensation angle is positively correlated with the target rotation angle.

3. The method according to claim 2, characterized in that The determining the target compensation angle based on the target rotation angle includes: obtaining a target transmission ratio between the motor and the variable transmission ratio mechanism; The target compensation angle is determined based on the target rotation angle and the target transmission ratio.

4. The method according to claim 2 or 3, characterized in that The step of controlling the variable transmission ratio mechanism to rotate based on the target compensation angle includes: The motor is controlled to rotate according to the target rotation angle, so as to drive the variable transmission ratio mechanism to rotate at the target compensation angle corresponding to the target rotation angle.

5. The method according to claim 2 or 3, characterized in that The step of controlling the variable transmission ratio mechanism to rotate based on the target compensation angle so that the actual deflection angle of the steering wheel is less than or equal to the preset deflection angle corresponding to the current vehicle speed includes: After controlling the variable transmission ratio mechanism to rotate at the target compensation angle, obtaining a current deflection angle of the steering wheel and a current torque of the input shaft; If the current deflection angle is greater than the preset deflection angle, and / or the current torque is greater than the preset torque threshold, a first compensation angle is obtained, and the variable transmission ratio mechanism is controlled to rotate at the first compensation angle so that the actual deflection angle is less than or equal to the preset deflection angle.

6. The method according to any one of claims 1 to 3, characterized in that After controlling the variable transmission ratio mechanism to rotate based on the target compensation angle so that the actual deflection angle of the steering wheel is less than or equal to the preset deflection angle corresponding to the current vehicle speed, the method further includes: Obtaining a corresponding relationship between the steering wheel and the tire's rotation angle; wherein the corresponding relationship is used to indicate a corresponding relationship between the steering wheel's rotation angle and the tire's rotation angle; Based on the rotation angle correspondence, the rotation angle of the steering wheel and the rotation angle of the tire are aligned so that the rotation angle of the steering wheel and the rotation angle of the tire correspond one to one.

7. The method according to claim 2 or 3, characterized in that The determining whether the motor has started the angle compensation function based on the current speed of the input shaft, the current speed of the steering wheel, and the current speed of the motor includes: If the current speed of the input shaft is greater than or equal to the first preset speed, the current speed of the steering wheel is less than or equal to the second preset speed, and the current speed of the motor is less than or equal to the third preset speed, the motor is controlled to start the angle compensation function.

8. A vehicle steering control device, characterized in that: The device is configured for a vehicle including a variable transmission ratio mechanism, wherein a steering wheel in the vehicle is connected to the variable transmission ratio mechanism, and the variable transmission ratio mechanism is connected to a tire in the vehicle, and the device comprises: an acquisition module, configured to acquire a current speed of the vehicle if a steering force applied by the tire to the steering wheel is detected; a determination module, configured to determine a target compensation angle based on the current vehicle speed; wherein the target compensation angle is used to represent an angle at which the variable transmission ratio mechanism drives the steering wheel to rotate in a first direction; the first direction is opposite to a direction corresponding to the steering force; A processing module is used to control the rotation of the variable transmission ratio mechanism based on the target compensation angle so that the actual deflection angle of the steering wheel is less than or equal to the preset deflection angle corresponding to the current vehicle speed; wherein the actual deflection angle and the preset deflection angle are used to represent the steering angle of the steering wheel in the direction corresponding to the steering force.

9. A vehicle, characterized in that: The vehicle comprises: a memory for storing executable program code; A processor is configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 7 is implemented.

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