Steering rudder protection torque compensation method and device, medium and vehicle

Abstract

The invention relates to a steering rudder protection torque compensation method and device, a medium and a vehicle. The steering protection torque compensation method comprises the following steps: acquiring a steering wheel angle, a vehicle speed, a rack force and a basic hand torque of a vehicle; based on the angle of the steering wheel, the vehicle speed and the rack force, a preset attenuation coefficient calculation rule is adopted to calculate a rudder protection torque attenuation coefficient, and the preset attenuation coefficient calculation rule is used for enabling the rudder protection torque attenuation coefficient to limit the upper limit value of the absolute value of a rudder protection torque compensation value, under the steering rudder protection working condition, the absolute value of the rudder protection torque compensation value reaches the upper limit value and is reduced along with the reduction of the absolute value of the rack force; and multiplying the basic hand torque by the rudder protection torque attenuation coefficient to obtain a rudder protection torque compensation value. According to the technical scheme, the steering protection torque compensation value can be adjusted in a self-adaptive mode along with changes of the road adhesion coefficient, the problem of excessive steering protection torque compensation on a low-adhesion road surface is avoided, and driving safety is guaranteed.

Description

Technical Field

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

[0002] In the steering and steering condition (i.e., the process of maintaining the steering wheel angle or slowly returning the steering wheel during the steady-state cornering process), some models have excessive rack force due to excessive wheel lateral stiffness or unreasonable selection of wheel kingpin positioning parameters, which leads to excessive steering hand torque during steering and steering, and worsens the steering feel of the steering and steering condition. At present, the EPS power torque adjustment method based on the steering wheel angle table lookup is often used to optimize the return effect and the steering feel of the steering and steering condition. However, the EPS power torque adjustment method based on the steering wheel angle table lookup is suitable for high-adhesion roads. For low-adhesion roads (such as wet, waterlogged, snowy or frozen roads), the road adhesion coefficient is low, so that the reaction torque of the road surface on the wheel is small, but the steering torque compensation value obtained is still suitable for high-adhesion roads, and then the steering hand torque required to resist the above-mentioned small reaction torque will be lighter. Therefore, for low-adhesion roads, this method will lead to excessive compensation of the steering and steering torque, making the driver feel abnormally light, unable to obtain a good road feel, and affecting driving safety. Summary of the invention

[0003] In order to solve the above technical problems, the present invention provides a steering torque compensation method, device, medium and vehicle, so as to adaptively adjust the steering torque compensation value as the road adhesion coefficient changes, avoid the problem of excessive steering torque compensation on low-adhesion roads, and ensure driving safety.

[0004] The present disclosure provides a steering torque compensation method, comprising:

[0005] Obtain the vehicle's steering wheel angle, vehicle speed, rack force and basic hand torque;

[0006] Based on the steering wheel angle, the vehicle speed and the rack force, a preset attenuation coefficient calculation rule is used to calculate the steering moment attenuation coefficient, wherein the preset attenuation coefficient calculation rule is used to limit the steering moment attenuation coefficient to an upper limit value of the absolute value of the steering moment compensation value, and to make the absolute value of the steering moment compensation value reach the upper limit value and decrease as the absolute value of the rack force decreases under the steering steering condition;

[0007] The basic hand torque is multiplied by the rudder-keeping torque attenuation coefficient to obtain a rudder-keeping torque compensation value.

[0008] In the present disclosure, the calculation of the steering torque attenuation coefficient based on the steering wheel angle, the vehicle speed and the rack force using a preset attenuation coefficient calculation rule includes:

[0009] Determining an upper limit value of a target steering moment attenuation coefficient based on the steering wheel angle, the vehicle speed and the rack force;

[0010] The steering moment attenuation coefficient is calculated based on the target steering moment attenuation coefficient upper limit value, the steering wheel angle and the vehicle speed.

[0011] The step of determining the upper limit of the target steering moment attenuation coefficient based on the steering wheel angle, the vehicle speed and the rack force comprises:

[0012] Based on the vehicle speed, the absolute value of the rack force and a first mapping relationship, obtaining an upper limit value of an initial steering moment attenuation coefficient corresponding to the vehicle speed and the absolute value of the rack force, wherein the first mapping relationship includes a corresponding relationship between the vehicle speed, the absolute value of the rack force and the upper limit value of the initial steering moment attenuation coefficient;

[0013] Based on the positive and negative sign relationship between the steering wheel angle and the rack force, the upper limit value of the initial steering moment attenuation coefficient is adjusted to obtain the target steering moment attenuation coefficient upper limit value.

[0014] In the present disclosure, the initial steering moment attenuation coefficient upper limit value is adjusted based on the positive and negative sign relationship between the steering wheel angle and the rack force to obtain the target steering moment attenuation coefficient upper limit value, including:

[0015] If the steering wheel angle and the rack force have the same positive and negative signs, the initial steering moment attenuation coefficient upper limit value is used as the target steering moment attenuation coefficient upper limit value;

[0016] If the steering wheel angle and the rack force have different signs, 0 is used as the upper limit of the target steering torque attenuation coefficient.

[0017] In the present disclosure, the calculating of the steering moment attenuation coefficient based on the target steering moment attenuation coefficient upper limit, the steering wheel angle and the vehicle speed includes:

[0018] Based on the vehicle speed and a second mapping relationship, obtaining an integral gain corresponding to the vehicle speed, wherein the second mapping relationship includes a corresponding relationship between the vehicle speed and the integral gain;

[0019] The change value of the steering wheel angle is multiplied by the integral gain to obtain a torque attenuation coefficient increment, wherein the change value of the steering wheel angle is the difference between the absolute value of the previous steering wheel angle in the previous operation cycle and the absolute value of the current steering wheel angle in the current operation cycle;

[0020] The sum of the historical steering moment attenuation coefficient and the moment attenuation coefficient increment is limited based on the target steering moment attenuation coefficient upper limit and 0 to obtain the steering moment attenuation coefficient, wherein the historical steering moment attenuation coefficient is the steering moment attenuation coefficient of the previous operation cycle.

[0021] In the present disclosure, the sum of the historical rudder-keeping moment attenuation coefficient and the moment attenuation coefficient increment is limited based on the target rudder-keeping moment attenuation coefficient upper limit and 0 to obtain the rudder-keeping moment attenuation coefficient, including:

[0022] If the sum of the historical rudder-keeping moment attenuation coefficient and the moment attenuation coefficient increment is greater than or equal to 0 and less than or equal to the target rudder-keeping moment attenuation coefficient upper limit, the sum of the historical rudder-keeping moment attenuation coefficient and the moment attenuation coefficient increment is used as the rudder-keeping moment attenuation coefficient;

[0023] If the sum of the historical rudder-keeping moment attenuation coefficient and the moment attenuation coefficient increment is less than 0, 0 is used as the rudder-keeping moment attenuation coefficient;

[0024] If the sum of the historical steering moment attenuation coefficient and the moment attenuation coefficient increment is greater than the target steering moment attenuation coefficient upper limit, the target steering moment attenuation coefficient upper limit is used as the steering moment attenuation coefficient.

[0025] In the present disclosure, after obtaining the steering wheel angle, vehicle speed, rack force and basic hand torque of the vehicle, the method further includes:

[0026] The steering wheel angle and the rack force are low pass filtered.

[0027] The present disclosure provides a steering torque compensation device, comprising:

[0028] A compensation parameter acquisition module is used to obtain the vehicle's steering wheel angle, vehicle speed, rack force and basic hand torque;

[0029] a torque attenuation coefficient calculation module, configured to calculate the steering-keeping torque attenuation coefficient based on the steering wheel angle, the vehicle speed and the rack force by using a preset attenuation coefficient calculation rule, wherein the preset attenuation coefficient calculation rule is configured to limit the steering-keeping torque attenuation coefficient to an upper limit value of the absolute value of the steering-keeping torque compensation value, and to make the absolute value of the steering-keeping torque compensation value reach the upper limit value and decrease as the absolute value of the rack force decreases under the steering-keeping working condition;

[0030] The rudder-keeping torque compensation value determination module is used to multiply the basic hand torque by the rudder-keeping torque attenuation coefficient to obtain the rudder-keeping torque compensation value.

[0031] The present disclosure also provides a computer-readable storage medium, wherein the computer-readable storage medium stores a program or instruction, wherein the program or instruction enables a computer to execute the steps of any of the above methods.

[0032] The present disclosure also provides a vehicle, comprising:

[0033] one or more processors;

[0034] A memory for storing one or more programs or instructions;

[0035] The processor is used to execute the steps of any of the above methods by calling the program or instruction stored in the memory.

[0036] Compared with the prior art, the technical solution provided by the embodiments of the present disclosure has the following advantages:

[0037] The technical solution provided by the embodiment of the present disclosure fully takes into account that the absolute value of the rack force will decrease with the decrease of the road adhesion coefficient, so that the rack force is used as an influencing factor of the steering torque compensation value, and at the same time, the steering wheel angle and the vehicle speed are combined to obtain the steering torque attenuation coefficient by adopting the preset attenuation coefficient calculation rule provided by the embodiment of the present disclosure. The steering torque attenuation coefficient is used to limit the upper limit of the absolute value of the steering torque compensation value, and under the steering steering condition, the absolute value of the steering torque compensation value reaches the upper limit and decreases with the decrease of the absolute value of the rack force, so that the steering torque compensation value can be dynamically adjusted according to the rack force, and then the steering torque compensation value is adaptively reduced with the decrease of the road adhesion coefficient, thereby avoiding the problem of excessive steering steering torque compensation on low-adhesion roads and ensuring driving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0039] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0040] Figure 1 A flow chart of a steering torque compensation method provided by an embodiment of the present disclosure;

[0041] Figure 2 A structural block diagram of a method for executing steering torque compensation provided by an embodiment of the present disclosure;

[0042] Figure 3for Figure 2 The specific structural block diagram of the maximum rudder protection attenuation coefficient calculation module;

[0043] Figure 4 for Figure 2 The specific structural block diagram of the integral calculation module of the torque attenuation coefficient of the medium-security rudder;

[0044] Figure 5 This is an effect diagram of the rudder-stabilizing torque compensation value provided by an embodiment of the present disclosure;

[0045] Figure 6 A structural block diagram of a steering torque compensation device provided in an embodiment of the present disclosure;

[0046] Figure 7 A schematic diagram of the structure of a vehicle provided in an embodiment of the present disclosure. DETAILED DESCRIPTION

[0047] In order to more clearly understand the above-mentioned objectives, features and advantages of the present disclosure, the scheme of the present disclosure will be further described below. It should be noted that the embodiments of the present disclosure and the features in the embodiments can be combined with each other without conflict.

[0048] In the following description, many specific details are set forth to facilitate a full understanding of the present disclosure, but the present disclosure may also be implemented in other ways different from those described herein; it is obvious that the embodiments in the specification are only part of the embodiments of the present disclosure, rather than all of the embodiments.

[0049] Figure 1 A flow chart of a steering torque compensation method provided in an embodiment of the present disclosure. This method is applicable to the situation where the steering torque is compensated during the steering wheel returning process, and can be applied to an Electric Power Steering (EPS) system or a Steer By Wire (SbW) system with a hand torque closed-loop control, and is used to reduce the reference hand torque in the steering condition, and then adjust the motor torque command of the power motor or the hand feel simulation motor through a hand torque closed-loop controller, thereby reducing the steering torque in the steering condition and improving the hand feel comfort in the steering condition. This method can be executed by a steering torque compensation device, and the steering torque compensation device can be implemented in software and / or hardware. Figure 1 As shown, the method comprises the following steps:

[0050] S110, obtaining the steering wheel angle, vehicle speed, rack force and basic hand torque of the vehicle.

[0051] Exemplarily, the steering wheel angle information can be collected by a steering wheel angle sensor to obtain the steering wheel angle, the vehicle speed information can be collected by a speed sensor to obtain the vehicle speed, and the rack force can be estimated by an existing rack force estimation module or rack force estimation method.

[0052] In addition, the basic hand torque corresponding to the vehicle speed and rack force can be determined based on the vehicle speed, rack force and a preset mapping relationship.

[0053] The preset mapping relationship includes the correspondence between vehicle speed, rack force and basic hand torque. The preset mapping relationship can be a two-dimensional mapping table including the correspondence between rack force and vehicle speed and initial basic hand torque. The correspondence between rack force and vehicle speed and initial basic hand torque can be calibrated through actual vehicle testing.

[0054] S120: Calculate the steering torque attenuation coefficient using a preset attenuation coefficient calculation rule based on the steering wheel angle, the vehicle speed, and the rack force.

[0055] Among them, the preset attenuation coefficient calculation rule is used to make the steering torque attenuation coefficient limit the upper limit of the absolute value of the steering torque compensation value, and under the steering and steering condition, the absolute value of the steering torque compensation value reaches the upper limit and decreases with the decrease of the absolute value of the rack force.

[0056] S130, multiplying the basic hand torque by the rudder-keeping torque attenuation coefficient to obtain a rudder-keeping torque compensation value.

[0057] In some embodiments, the steering torque attenuation coefficient is calculated based on the steering wheel angle, vehicle speed and rack force using a preset attenuation coefficient calculation rule, including: determining a target steering torque attenuation coefficient upper limit value based on the steering wheel angle, vehicle speed and rack force; calculating the steering torque attenuation coefficient based on the target steering torque attenuation coefficient upper limit value, the steering wheel angle and vehicle speed.

[0058] Figure 2 The structural block diagram of the above-mentioned steering torque compensation method is shown. Figure 2 As shown, the basic hand torque calculation module determines the basic hand torque corresponding to the vehicle speed and the rack force based on the vehicle speed, the rack force and the first mapping relationship; the maximum steering attenuation coefficient calculation module calculates the target steering torque attenuation coefficient upper limit value based on the steering wheel angle, the vehicle speed and the rack force, and outputs the target steering torque attenuation coefficient upper limit value to the steering torque attenuation coefficient integral calculation module; the steering torque attenuation coefficient integral calculation module obtains the steering torque attenuation coefficient based on the target steering torque attenuation coefficient upper limit value, the steering wheel angle and the vehicle speed through cumulative calculation, and outputs the steering torque attenuation coefficient to the multiplier; the multiplier multiplies the basic hand torque by the steering torque attenuation coefficient, and outputs the steering torque compensation value.

[0059] In some embodiments, a target steering torque attenuation coefficient upper limit value is determined based on the steering wheel angle, vehicle speed and rack force, including: obtaining an initial steering torque attenuation coefficient upper limit value corresponding to the vehicle speed and the absolute value of the rack force based on the vehicle speed, the absolute value of the rack force and a first mapping relationship, the first mapping relationship including a correspondence between the vehicle speed, the absolute value of the rack force and the initial steering torque attenuation coefficient upper limit value; adjusting the initial steering torque attenuation coefficient upper limit value based on the positive and negative sign relationship between the steering wheel angle and the rack force to obtain a target steering torque attenuation coefficient upper limit value.

[0060] Correspondingly, such as Figure 3 As shown, the maximum steering attenuation coefficient calculation module includes an absolute value operation unit, a maximum steering moment attenuation coefficient setting unit and a maximum steering moment attenuation coefficient adjustment unit. The absolute value operation unit performs an absolute value operation on the rack force to obtain the absolute value of the rack force; the maximum steering moment attenuation coefficient setting unit obtains the upper limit of the initial steering moment attenuation coefficient corresponding to the vehicle speed and the absolute value of the rack force based on the vehicle speed, the absolute value of the rack force and the first mapping relationship; the maximum steering moment attenuation coefficient adjustment unit adjusts the upper limit of the initial steering moment attenuation coefficient based on the positive and negative sign relationship between the steering wheel angle and the rack force to obtain the target steering moment attenuation coefficient upper limit. Among them, the first mapping relationship can be specifically a two-dimensional mapping table including the correspondence between the vehicle speed and the absolute value of the rack force and the upper limit of the initial steering moment attenuation coefficient, and the correspondence between the vehicle speed and the absolute value of the rack force and the upper limit of the initial steering moment attenuation coefficient can be calibrated through actual vehicle testing.

[0061] Specifically, based on the positive and negative sign relationship between the steering wheel angle and the rack force, the upper limit value of the initial steering moment attenuation coefficient is adjusted to obtain the target steering moment attenuation coefficient upper limit value, including: if the steering wheel angle and the rack force have the same positive and negative signs, the initial steering moment attenuation coefficient upper limit value is used as the target steering moment attenuation coefficient upper limit value; if the steering wheel angle and the rack force have different positive and negative signs, 0 is used as the target steering moment attenuation coefficient upper limit value. In this embodiment, when the steering wheel is turned back to the vicinity of the neutral position, the positive and negative signs of the rack force will change before the positive and negative signs of the steering wheel angle. At this time, the rack force changes from a return force to a steering resistance, and the steering steering moment compensation is no longer required. Therefore, when the steering wheel angle and the rack force have different positive and negative signs, 0 is used as the target steering moment attenuation coefficient upper limit value, so that the steering moment compensation value can be avoided from being applied incorrectly in the above working conditions, that is, the steering moment compensation is avoided, thereby avoiding the hand feeling that does not conform to the actual working conditions, optimizing the steering feel, and improving the steering comfort.

[0062] In some embodiments, the steering torque attenuation coefficient is calculated based on the target steering torque attenuation coefficient upper limit value, the steering wheel angle and the vehicle speed, including: based on the vehicle speed and the second mapping relationship, obtaining the integral gain corresponding to the vehicle speed, the second mapping relationship including the corresponding relationship between the vehicle speed and the integral gain; multiplying the change value of the steering wheel angle by the integral gain to obtain the torque attenuation coefficient increment, the change value of the steering wheel angle being the difference between the absolute value of the previous steering wheel angle in the previous operation cycle and the absolute value of the current steering wheel angle in the current operation cycle; based on the target steering torque attenuation coefficient upper limit value and 0, the sum of the historical steering torque attenuation coefficient and the torque attenuation coefficient increment is limited to obtain the steering torque attenuation coefficient, the historical steering torque attenuation coefficient is the steering torque attenuation coefficient of the previous operation cycle.

[0063] Correspondingly, such as Figure 4 As shown, the integral calculation module of the steering torque attenuation coefficient includes an integral gain determination unit, an absolute value operation unit, a memory, a subtractor, a multiplier and an integral operation unit. The integral gain determination unit obtains the integral gain corresponding to the vehicle speed based on the vehicle speed and the second mapping relationship, and outputs the integral gain to the multiplier; the absolute value operation unit performs an absolute value operation on the steering wheel angle to obtain the absolute value of the steering wheel angle; the memory saves the absolute value of the steering wheel angle obtained each time; the subtractor performs a subtraction operation on the absolute value of the steering wheel angle previously saved in the memory (i.e., the absolute value of the previous steering wheel angle) and the absolute value of the current steering wheel angle to obtain a change value of the steering wheel angle, and outputs the change value of the steering wheel angle to the multiplier; the multiplier performs a multiplication operation on the integral gain and the change value of the steering wheel angle to obtain a torque attenuation coefficient increment, and outputs the torque attenuation coefficient increment to the integral operation unit; the integral operation unit sums the historical steering torque attenuation coefficient and the torque attenuation coefficient increment, and limits the upper and lower limits of the sum of the historical steering torque attenuation coefficient and the torque attenuation coefficient increment, and the upper limit is set to the target steering torque attenuation coefficient upper limit, and the lower limit is set to 0, to obtain the steering torque attenuation coefficient. The second mapping relationship may specifically be a one-dimensional mapping table including the correspondence between the vehicle speed and the integral gain, and the correspondence between the vehicle speed and the integral gain may be calibrated through actual vehicle testing.

[0064] Specifically, the sum of the historical steering moment attenuation coefficient and the torque attenuation coefficient increment is limited based on the target steering moment attenuation coefficient upper limit value and 0 to obtain the steering moment attenuation coefficient, including: if the sum of the historical steering moment attenuation coefficient and the torque attenuation coefficient increment is greater than or equal to 0 and less than or equal to the target steering moment attenuation coefficient upper limit value, then the sum of the historical steering moment attenuation coefficient and the torque attenuation coefficient increment is used as the steering moment attenuation coefficient; if the sum of the historical steering moment attenuation coefficient and the torque attenuation coefficient increment is less than 0, then 0 is used as the steering moment attenuation coefficient; if the sum of the historical steering moment attenuation coefficient and the torque attenuation coefficient increment is greater than the target steering moment attenuation coefficient upper limit value, then the target steering moment attenuation coefficient upper limit value is used as the steering moment attenuation coefficient.

[0065] Correspondingly, the rudder-holding torque attenuation coefficient y n It can be expressed by the following formula:

[0066]

[0067] Where n represents the nth operation cycle; y n-1 is the historical rudder-keeping torque attenuation coefficient; x n It should be noted that the rudder-keeping torque attenuation coefficient at the initial moment can be set to 0.

[0068] Furthermore, when y n = 0, it means that the current state is in the non-steering and steering-keeping condition, and no steering and steering-keeping torque compensation is required; when y n =y n-1 +x n When y is , it indicates that the current state is in the transition zone between the steering and non-steering conditions. This process can achieve a smooth transition of the steering torque compensation. n = the upper limit of the target steering-keeping torque attenuation coefficient, it indicates that the current state is in the steering-keeping condition, and the current steering wheel angle is stable in the steering-keeping area. Therefore, the present disclosure can determine whether the state is in the steering-keeping condition by the steering-keeping torque attenuation coefficient, without the need to use a complex algorithm to identify the steering-keeping condition.

[0069] In some embodiments, after obtaining the steering wheel angle, vehicle speed, rack force and basic hand torque of the vehicle, the method further includes: performing low-pass filtering on the steering wheel angle and rack force. In this way, noise signals in the steering wheel angle and rack force can be filtered out and the signals of the steering wheel angle and rack force can be made more stable, thereby avoiding interference of noise signals and fluctuations of the steering wheel angle and rack force signals on the calculation of the steering torque compensation value, and improving the accuracy of the steering torque compensation value.

[0070] In some embodiments, after the basic hand torque is multiplied by the steering torque attenuation coefficient to obtain the steering torque compensation value, the method further includes: taking the difference between the initial basic hand torque and the steering torque compensation value as the target basic hand torque; taking the sum of the target basic hand torque, the rudder torque, the damping torque, the simulated friction torque and the rack end protection torque as the reference hand torque. In this embodiment, the initial basic hand torque is subtracted from the steering torque compensation value to achieve the compensation of the initial basic hand torque by the rudder torque compensation value to obtain the target basic hand torque. The rudder torque calculated by the rudder torque module, the damping torque calculated by the damping torque module, the simulated friction torque calculated by the simulated friction torque module, and the rack end protection torque calculated by the rack end protection torque module, the target basic hand torque, the rudder torque, the damping torque, the simulated friction torque and the rack end protection torque are added by an adder to obtain the reference hand torque, which is the hand torque that the driver is expected to feel under the current working conditions. In this way, the motor torque command of the power-assisting motor or the hand-feel simulation motor can be adjusted through the hand torque closed-loop controller later, thereby reducing the steering hand torque in the steering-steering-keeping condition and improving the hand-feel comfort in the steering-steering-keeping condition. The software implementation and function calibration of the technical solution of this embodiment are both easy to implement, and can better optimize the steering-steering-keeping torque in the steering-steering-keeping condition.

[0071] Based on the above embodiments, Figure 5 This is a diagram showing the effect of the rudder-stabilizing torque compensation value provided by the embodiment of the present disclosure. Figure 5 As shown in the figure, before time A, the change value of the steering wheel angle is negative, and accordingly, the torque attenuation coefficient increment is negative. The sum of the historical steering torque attenuation coefficient and the torque attenuation coefficient increment is less than 0. Therefore, the steering torque attenuation coefficient is 0, which is in the non-steering steering condition. At time A, the absolute value of the steering wheel angle begins to decrease, entering the steering condition. The steering torque attenuation coefficient quickly reaches the target steering torque attenuation coefficient upper limit in the cumulative calculation of the change value of the steering wheel angle, and then outputs according to the target steering torque attenuation coefficient upper limit, and finally stops outputting at time B when the positive and negative signs of the rack force are reversed.

[0072] In summary, the steering steering torque compensation method provided by the embodiment of the present invention fully takes into account that the absolute value of the rack force will decrease with the decrease of the road adhesion coefficient, thereby taking the rack force as the influencing factor of the steering torque compensation value, and at the same time, combining the steering wheel angle and the vehicle speed, adopts the preset attenuation coefficient calculation rule provided by the embodiment of the present invention to obtain the steering torque attenuation coefficient, and uses the steering torque attenuation coefficient to limit the upper limit of the absolute value of the steering torque compensation value, and under the steering steering condition, the absolute value of the steering torque compensation value reaches the upper limit and decreases with the decrease of the absolute value of the rack force, so that the steering torque compensation value can be dynamically adjusted according to the size of the rack force, and then the steering torque compensation value is adaptively reduced with the decrease of the road adhesion coefficient, thereby avoiding the problem of excessive steering steering torque compensation on low-adhesion roads and ensuring driving safety.

[0073] Corresponding to the steering and rudder-maintaining torque compensation method provided by the embodiment of the present disclosure, the embodiment of the present disclosure also provides a steering and rudder-maintaining torque compensation device. Figure 6 The structural block diagram of the steering torque compensation device provided by the embodiment of the present disclosure is as follows: Figure 6 As shown, the steering torque compensation device comprises:

[0074] The compensation parameter acquisition module 21 is used to obtain the steering wheel angle, vehicle speed, rack force and basic hand torque of the vehicle;

[0075] a torque attenuation coefficient calculation module 22, for calculating the steering-keeping torque attenuation coefficient based on the steering wheel angle, the vehicle speed and the rack force by using a preset attenuation coefficient calculation rule, wherein the preset attenuation coefficient calculation rule is used to limit the steering-keeping torque attenuation coefficient to an upper limit value of the absolute value of the steering-keeping torque compensation value, and to make the absolute value of the steering-keeping torque compensation value reach the upper limit value and decrease as the absolute value of the rack force decreases under the steering-keeping working condition;

[0076] The steering-stabilizing torque compensation value determination module 23 is used to multiply the basic hand torque by the steering-stabilizing torque attenuation coefficient to obtain the steering-stabilizing torque compensation value.

[0077] In some embodiments, the torque attenuation coefficient calculation module 22 is used to:

[0078] Based on the steering wheel angle, vehicle speed and rack force, determine the upper limit of the target steering torque attenuation coefficient;

[0079] The steering moment attenuation coefficient is calculated based on the target steering moment attenuation coefficient upper limit, the steering wheel angle and the vehicle speed.

[0080] In some embodiments, the torque attenuation coefficient calculation module 22 is used to:

[0081] Based on the vehicle speed, the absolute value of the rack force and the first mapping relationship, an upper limit value of the initial steering moment attenuation coefficient corresponding to the vehicle speed and the absolute value of the rack force is obtained, wherein the first mapping relationship includes a corresponding relationship between the vehicle speed, the absolute value of the rack force and the upper limit value of the initial steering moment attenuation coefficient;

[0082] Based on the positive and negative sign relationship between the steering wheel angle and the rack force, the upper limit value of the initial steering moment attenuation coefficient is adjusted to obtain the target steering moment attenuation coefficient upper limit value.

[0083] In some embodiments, the torque attenuation coefficient calculation module 22 is specifically used for:

[0084] If the steering wheel angle and the rack force have the same positive and negative signs, the initial upper limit of the steering moment attenuation coefficient is used as the upper limit of the target steering moment attenuation coefficient;

[0085] If the steering wheel angle and the rack force have different signs, 0 is used as the upper limit of the target steering torque attenuation coefficient.

[0086] In some embodiments, the torque attenuation coefficient calculation module 22 is specifically used for:

[0087] Based on the vehicle speed and the second mapping relationship, an integral gain corresponding to the vehicle speed is obtained, wherein the second mapping relationship includes a corresponding relationship between the vehicle speed and the integral gain;

[0088] The change value of the steering wheel angle is multiplied by the integral gain to obtain the torque attenuation coefficient increment. The change value of the steering wheel angle is the difference between the absolute value of the previous steering wheel angle in the previous operation cycle and the absolute value of the current steering wheel angle in the current operation cycle.

[0089] The sum of the historical steering moment attenuation coefficient and the moment attenuation coefficient increment is limited based on the target steering moment attenuation coefficient upper limit and 0 to obtain the steering moment attenuation coefficient. The historical steering moment attenuation coefficient is the steering moment attenuation coefficient of the previous operation cycle.

[0090] In some embodiments, the torque attenuation coefficient calculation module 22 is specifically used for:

[0091] If the sum of the historical rudder-keeping moment attenuation coefficient and the moment attenuation coefficient increment is greater than or equal to 0 and less than or equal to the target rudder-keeping moment attenuation coefficient upper limit, the sum of the historical rudder-keeping moment attenuation coefficient and the moment attenuation coefficient increment is used as the rudder-keeping moment attenuation coefficient;

[0092] If the sum of the historical rudder-keeping torque attenuation coefficient and the torque attenuation coefficient increment is less than 0, 0 is used as the rudder-keeping torque attenuation coefficient;

[0093] If the sum of the historical steering moment attenuation coefficient and the moment attenuation coefficient increment is greater than the target steering moment attenuation coefficient upper limit, the target steering moment attenuation coefficient upper limit is used as the steering moment attenuation coefficient.

[0094] In some embodiments, the steering torque compensation device further includes a filtering module for:

[0095] After obtaining the vehicle's steering wheel angle, vehicle speed, rack force, and basic hand torque, the steering wheel angle and rack force are low-pass filtered.

[0096] In some embodiments, the steering torque compensation device further includes a reference hand torque calculation module, which is used to:

[0097] After the basic hand torque is multiplied by the rudder-keeping torque attenuation coefficient to obtain the rudder-keeping torque compensation value, the difference between the initial basic hand torque and the rudder-keeping torque compensation value is taken as the target basic hand torque;

[0098] The sum of the target basic hand torque, the aligning torque, the damping torque, the simulated friction torque and the rack end protection torque is taken as the reference hand torque.

[0099] The steering rudder-stabilizing torque compensation device disclosed in the above embodiments can execute the steering rudder-stabilizing torque compensation method disclosed in the above embodiments, and has the same or corresponding beneficial effects. To avoid repetition, it will not be described again here.

[0100] The embodiment of the present disclosure also provides a computer-readable storage medium, which stores a program or instruction, and the program or instruction enables a computer to execute the steps of any of the above methods.

[0101] Exemplarily, the program or instruction enables the computer to execute a steering torque compensation method, the method comprising:

[0102] Obtain the vehicle's steering wheel angle, vehicle speed, rack force and basic hand torque;

[0103] Based on the steering wheel angle, the vehicle speed and the rack force, a preset attenuation coefficient calculation rule is used to calculate the steering moment attenuation coefficient, and the preset attenuation coefficient calculation rule is used to make the steering moment attenuation coefficient limit the upper limit value of the absolute value of the steering moment compensation value, and make the absolute value of the steering moment compensation value reach the upper limit value under the steering steering condition and decrease with the decrease of the absolute value of the rack force;

[0104] The basic hand torque is multiplied by the rudder-keeping torque attenuation coefficient to obtain the rudder-keeping torque compensation value.

[0105] Optionally, when the computer executable instructions are executed by a computer processor, they can also be used to execute the technical solution of any of the above-mentioned steering torque compensation methods provided in the embodiments of the present disclosure, to achieve corresponding beneficial effects.

[0106] Through the above description of the implementation methods, the technicians in the relevant field can clearly understand that the embodiments of the present disclosure can be implemented with the help of software and necessary general hardware, and of course can also be implemented by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the embodiments of the present disclosure is essentially or the part that contributes to the prior art can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as a computer floppy disk, read-only memory (ROM), random access memory (RAM), flash memory (FLASH), hard disk or optical disk, etc., including a number of instructions to enable a computer device (which can be a personal computer, server, or network device, etc.) to execute the methods described in each embodiment of the present disclosure.

[0107] The embodiment of the present disclosure also provides a vehicle, comprising: one or more processors; a memory for storing one or more programs or instructions; the processor calls the programs or instructions stored in the memory to execute the steps of any of the above methods to achieve corresponding beneficial effects.

[0108] Figure 7 Schematic diagram of the hardware structure of a vehicle provided in an embodiment of the present disclosure. Figure 7 As shown, the vehicle includes one or more processors 301 and memory 302 .

[0109] The processor 301 may be a central processing unit (CPU) or other forms of processing units having data processing capabilities and / or instruction execution capabilities, and may control other components in the vehicle to perform desired functions.

[0110] The memory 302 may include one or more computer program products, and the computer program product may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, random access memory (RAM) and / or cache memory (cache), etc. The non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 301 may run the program instructions to implement the steering torque compensation method of the embodiment of the present disclosure described above, and / or other desired functions. Various contents such as input signals, signal components, noise components, etc. may also be stored in the computer-readable storage medium.

[0111] In one example, the vehicle may further include: an input device 303 and an output device 304 , and these components are interconnected via a bus system and / or other forms of connection mechanisms (not shown).

[0112] In addition, the input device 303 may also include, for example, a keyboard, a mouse, and the like.

[0113] The output device 304 can output various information to the outside, including the determined distance information, direction information, etc. The output device 304 can include, for example, a display, a speaker, a printer, a communication network and a remote output device connected thereto, and the like.

[0114] Of course, to simplify, Figure 7 Only some of the components in the vehicle related to the present disclosure are shown, and components such as buses, input / output interfaces, etc. are omitted. In addition, the vehicle may further include any other appropriate components according to specific application scenarios.

[0115] It should be noted that, in this article, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0116] The above description is only a specific embodiment of the present disclosure, so that those skilled in the art can understand or implement the present disclosure. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present disclosure. Therefore, the present disclosure will not be limited to the embodiments described herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for compensating a steering torque, characterized in that: include: Obtain the vehicle's steering wheel angle, vehicle speed, rack force and basic hand torque; Based on the steering wheel angle, the vehicle speed and the rack force, a preset attenuation coefficient calculation rule is used to calculate the steering moment attenuation coefficient, wherein the preset attenuation coefficient calculation rule is used to limit the steering moment attenuation coefficient to an upper limit value of the absolute value of the steering moment compensation value, and to make the absolute value of the steering moment compensation value reach the upper limit value and decrease as the absolute value of the rack force decreases under the steering steering condition; The basic hand torque is multiplied by the rudder-keeping torque attenuation coefficient to obtain a rudder-keeping torque compensation value.

2. The method according to claim 1, characterized in that: The calculating of the steering-stabilizing torque attenuation coefficient based on the steering wheel angle, the vehicle speed and the rack force by using a preset attenuation coefficient calculation rule comprises: Determining an upper limit value of a target steering moment attenuation coefficient based on the steering wheel angle, the vehicle speed and the rack force; The steering moment attenuation coefficient is calculated based on the target steering moment attenuation coefficient upper limit value, the steering wheel angle and the vehicle speed.

3. The method according to claim 2, characterized in that The step of determining the upper limit of the target steering moment attenuation coefficient based on the steering wheel angle, the vehicle speed and the rack force comprises: Based on the vehicle speed, the absolute value of the rack force and a first mapping relationship, obtaining an upper limit value of an initial steering moment attenuation coefficient corresponding to the vehicle speed and the absolute value of the rack force, wherein the first mapping relationship includes a corresponding relationship between the vehicle speed, the absolute value of the rack force and the upper limit value of the initial steering moment attenuation coefficient; Based on the positive and negative sign relationship between the steering wheel angle and the rack force, the upper limit value of the initial steering moment attenuation coefficient is adjusted to obtain the target steering moment attenuation coefficient upper limit value.

4. The method according to claim 3, characterized in that The adjusting the upper limit value of the initial steering-keeping torque attenuation coefficient based on the positive and negative sign relationship between the steering wheel angle and the rack force to obtain the target steering-keeping torque attenuation coefficient upper limit value includes: If the steering wheel angle and the rack force have the same positive and negative signs, the initial steering moment attenuation coefficient upper limit value is used as the target steering moment attenuation coefficient upper limit value; If the steering wheel angle and the rack force have different signs, 0 is used as the upper limit of the target steering torque attenuation coefficient.

5. The method according to claim 2, characterized in that: The calculating the steering-stabilizing torque attenuation coefficient based on the target steering-stabilizing torque attenuation coefficient upper limit value, the steering wheel angle and the vehicle speed comprises: Based on the vehicle speed and a second mapping relationship, obtaining an integral gain corresponding to the vehicle speed, wherein the second mapping relationship includes a corresponding relationship between the vehicle speed and the integral gain; The change value of the steering wheel angle is multiplied by the integral gain to obtain a torque attenuation coefficient increment, wherein the change value of the steering wheel angle is the difference between the absolute value of the previous steering wheel angle in the previous operation cycle and the absolute value of the current steering wheel angle in the current operation cycle; The sum of the historical steering moment attenuation coefficient and the moment attenuation coefficient increment is limited based on the target steering moment attenuation coefficient upper limit and 0 to obtain the steering moment attenuation coefficient, wherein the historical steering moment attenuation coefficient is the steering moment attenuation coefficient of the previous operation cycle.

6. The method according to claim 5, characterized in that The step of limiting the sum of the historical steering moment attenuation coefficient and the moment attenuation coefficient increment based on the target steering moment attenuation coefficient upper limit and 0 to obtain the steering moment attenuation coefficient comprises: If the sum of the historical rudder-keeping moment attenuation coefficient and the moment attenuation coefficient increment is greater than or equal to 0 and less than or equal to the target rudder-keeping moment attenuation coefficient upper limit, the sum of the historical rudder-keeping moment attenuation coefficient and the moment attenuation coefficient increment is used as the rudder-keeping moment attenuation coefficient; If the sum of the historical rudder-keeping moment attenuation coefficient and the moment attenuation coefficient increment is less than 0, 0 is used as the rudder-keeping moment attenuation coefficient; If the sum of the historical steering moment attenuation coefficient and the moment attenuation coefficient increment is greater than the target steering moment attenuation coefficient upper limit, the target steering moment attenuation coefficient upper limit is used as the steering moment attenuation coefficient.

7. The method according to claim 1, characterized in that After obtaining the steering wheel angle, vehicle speed, rack force and basic hand torque of the vehicle, the method further includes: The steering wheel angle and the rack force are low pass filtered.

8. A steering torque compensation device, characterized in that: include: A compensation parameter acquisition module is used to obtain the vehicle's steering wheel angle, vehicle speed, rack force and basic hand torque; a torque attenuation coefficient calculation module, configured to calculate the steering-keeping torque attenuation coefficient based on the steering wheel angle, the vehicle speed and the rack force by using a preset attenuation coefficient calculation rule, wherein the preset attenuation coefficient calculation rule is configured to limit the steering-keeping torque attenuation coefficient to an upper limit value of the absolute value of the steering-keeping torque compensation value, and to make the absolute value of the steering-keeping torque compensation value reach the upper limit value and decrease as the absolute value of the rack force decreases under the steering-keeping working condition; The rudder-keeping torque compensation value determination module is used to multiply the basic hand torque by the rudder-keeping torque attenuation coefficient to obtain the rudder-keeping torque compensation value.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a program or instruction, and the program or instruction enables a computer to execute the steps of the method according to any one of claims 1 to 7.

10. A vehicle, characterized in that: include: one or more processors; A memory for storing one or more programs or instructions; The processor is used to execute the steps of the method according to any one of claims 1 to 7 by calling the program or instruction stored in the memory.

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