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 steps that the steering wheel angle, the vehicle speed and the rack force of a vehicle are obtained; based on the angle of the steering wheel, the vehicle speed and the rack force, a rudder protection torque compensation integral value is determined through a preset rudder protection torque compensation algorithm, the rudder protection torque compensation integral value is used for representing the absolute value of the rudder protection torque compensation value, and the preset rudder protection torque compensation algorithm is used for limiting the upper limit value of the rudder protection torque compensation integral value; under the steering rudder protection working condition, the rudder protection torque compensation integral value reaches the upper limit value and is reduced along with the reduction of the absolute value of the rack force; and multiplying the rudder protection torque compensation integral value by the sign symbol of the rack force 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] During steering-stabilizing conditions (i.e., the process of maintaining the steering wheel angle or slowly returning the steering wheel to center during steady-state cornering), some vehicle models can experience excessive rack force due to excessive wheel yaw stiffness or improperly selected wheel kingpin alignment parameters. This leads to excessive steering torque during steering-stabilizing conditions, deteriorating steering feel during steering-stabilizing conditions. Currently, EPS torque adjustment based on a steering wheel angle lookup table is commonly used to optimize the return effect and steering feel during steering-stabilizing conditions. However, this EPS torque adjustment method based on a steering wheel angle lookup table is only suitable for high-adhesion surfaces. On low-adhesion surfaces (such as wet, flooded, snowy, or icy roads), the road adhesion coefficient is low, resulting in a smaller reaction torque on the wheels. However, the resulting steering torque compensation value is still applicable to high-adhesion surfaces, resulting in a smaller steering torque required to counteract this smaller reaction torque. Therefore, on low-adhesion surfaces, this method can lead to overcompensation of the steering torque, resulting in an abnormally light steering feel for the driver, preventing a good road feel and compromising driving safety. Summary of the Invention

[0003] In order to solve the above technical problems, the present disclosure provides a steering torque compensation method, device, medium and vehicle, which can 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 method for compensating a steering torque, comprising:

[0005] Get the vehicle's steering wheel angle, speed, and rack force;

[0006] determining a steering torque compensation integral value using a preset steering torque compensation algorithm based on the steering wheel angle, the vehicle speed, and the rack force, wherein the steering torque compensation integral value is used to represent an absolute value of the steering torque compensation value, and the preset steering torque compensation algorithm is used to limit an upper limit of the steering torque compensation integral value, and in a steering-stabilizing condition, the steering torque compensation integral value reaches the upper limit and decreases as the absolute value of the rack force decreases;

[0007] The rudder-stabilizing torque compensation integral value is multiplied by the positive and negative signs of the rack force to obtain a rudder-stabilizing torque compensation value.

[0008] In the present disclosure, the method of determining the rudder holding torque compensation integral value based on the steering wheel angle, the vehicle speed, and the rack force using a preset rudder holding torque compensation algorithm includes:

[0009] determining a target steering torque compensation upper limit based on the steering wheel angle, the vehicle speed, and the rack force;

[0010] The rudder guard torque compensation integral value is determined based on the target rudder guard torque compensation upper limit value, the steering wheel angle, and the vehicle speed.

[0011] In the present disclosure, determining the target steering torque compensation upper limit based on the steering wheel angle, the vehicle speed, and the rack force includes:

[0012] obtaining an initial steering torque compensation 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, wherein the first mapping relationship includes a correspondence between the vehicle speed, the absolute value of the rack force, and the initial steering torque compensation upper limit value;

[0013] Based on the sign relationship between the steering wheel angle and the rack force, the initial steering torque compensation upper limit value is adjusted to obtain the target steering torque compensation upper limit value.

[0014] In the present disclosure, the initial steering torque compensation 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 torque compensation upper limit value, including:

[0015] If the steering wheel angle and the rack force have the same sign, the initial steering torque compensation upper limit value is used as the target steering torque compensation upper limit value;

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

[0017] In the present disclosure, determining the rudder-stabilizing torque compensation integral value based on the target rudder-stabilizing torque compensation upper limit value, the steering wheel angle, and the vehicle speed includes:

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

[0019] Multiplying the change in the steering wheel angle by the integral gain to obtain a rudder-stabilizing torque compensation increment, wherein the change in the steering wheel angle is the difference between the absolute value of the previous steering wheel angle in the previous calculation cycle and the absolute value of the current steering wheel angle in the current calculation cycle;

[0020] The sum of the historical steering torque compensation integral value and the steering torque compensation increment is limited based on the target steering torque compensation upper limit value and 0 to obtain the steering torque compensation integral value, where the historical steering torque compensation integral value is the steering torque compensation integral value of the previous calculation cycle.

[0021] In the present disclosure, the sum of the historical rudder-holding torque compensation integral value and the rudder-holding torque compensation increment is limited based on the target rudder-holding torque compensation upper limit value and 0 to obtain the rudder-holding torque compensation integral value, including:

[0022] If the sum of the historical rudder-stabilizing torque compensation integral value and the rudder-stabilizing torque compensation increment is greater than or equal to 0 and less than or equal to the target rudder-stabilizing torque compensation upper limit value, the sum of the historical rudder-stabilizing torque compensation integral value and the rudder-stabilizing torque compensation increment is used as the rudder-stabilizing torque compensation integral value;

[0023] If the sum of the historical rudder-stabilizing torque compensation integral value and the rudder-stabilizing torque compensation increment is less than 0, 0 is used as the rudder-stabilizing torque compensation integral value;

[0024] If the sum of the historical rudder-stabilizing torque compensation integral value and the rudder-stabilizing torque compensation increment is greater than the target rudder-stabilizing torque compensation upper limit value, the target rudder-stabilizing torque compensation upper limit value is used as the rudder-stabilizing torque compensation integral value.

[0025] In the present disclosure, before determining the rudder holding torque compensation integral value using a preset rudder holding torque compensation algorithm based on the steering wheel angle, the vehicle speed, and the rack force, 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] Compensation parameter acquisition module, used to obtain the vehicle's steering wheel angle, vehicle speed and rack force;

[0029] a compensation integral value determining module, configured to determine a steering torque compensation integral value using a preset steering torque compensation algorithm based on the steering wheel angle, the vehicle speed, and the rack force, wherein the steering torque compensation integral value is used to represent an absolute value of the steering torque compensation value, and the preset steering torque compensation algorithm is used to limit an upper limit of the steering torque compensation integral value, and to ensure that the steering torque compensation integral value reaches the upper limit under a steering and steering condition and decreases as the absolute value of the rack force decreases;

[0030] The rudder-stabilizing torque compensation value determination module is used to multiply the rudder-stabilizing torque compensation integral value by the positive and negative signs of the rack force to obtain the rudder-stabilizing 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 one 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 configured to execute the steps of any of the above methods by calling the program or instructions stored in the memory.

[0036] The technical solution provided by the embodiments of the present disclosure has the following advantages over the prior art:

[0037] The technical solution provided by the embodiments of the present disclosure fully considers that the absolute value of the rack force will decrease with the decrease of the road adhesion coefficient, and thus uses the rack force as an influencing factor of the steering torque compensation value. At the same time, the preset steering torque compensation algorithm provided by the embodiments of the present disclosure is used to obtain the steering torque compensation value in combination with the steering wheel angle and vehicle speed. The preset steering torque compensation algorithm is used to limit the upper limit of the steering torque compensation integral value, and under the steering steering condition, the steering torque compensation integral value reaches the upper limit and decreases with the decrease of the absolute value of the rack force. At the same time, the steering torque compensation integral value is the absolute value of the steering torque compensation value, so that the steering torque compensation value can be dynamically adjusted according to the rack force, and the steering torque compensation value is adaptively reduced with the decrease of the road adhesion coefficient, thereby avoiding the problem of excessive 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 disclosure or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[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 performing steering torque compensation provided by an embodiment of the present disclosure;

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

[0043] Figure 4 for Figure 2 The specific structural block diagram of the integral calculation module of the rudder torque compensation value;

[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 structural diagram 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 therein can be combined with each other in the absence of 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 return process, and can be applied to an Electric Power Steering (EPS) system or a Steer By Wire (SbW) system with closed-loop control of hand torque, and is used to reduce the reference hand torque in the steering torque condition, and then adjust the motor torque command of the power motor or the hand-feel simulation motor through the hand torque closed-loop controller to reduce the steering torque in the steering torque condition and improve the hand-feel comfort in the steering torque 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. As Figure 1 As shown, the method includes the following steps:

[0050] S110: Obtain the steering wheel angle, vehicle speed, and rack force of the vehicle.

[0051] For example, 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] S120: Determine a steering torque compensation integral value using a preset steering torque compensation algorithm based on the steering wheel angle, vehicle speed, and rack force.

[0053] Among them, the steering torque compensation integral value is used to represent the absolute value of the steering torque compensation value. The preset steering torque compensation algorithm is used to limit the upper limit value of the steering torque compensation integral value, and under the steering condition, the steering torque compensation integral value reaches the upper limit value and decreases as the absolute value of the rack force decreases.

[0054] S130: Multiply the steering-stabilizing torque compensation integral value by the positive and negative signs of the rack force to obtain a steering-stabilizing torque compensation value.

[0055] In the embodiment of the present disclosure, positive and negative symbols are used to characterize the positive and negative conditions of relevant parameters and can be defined artificially. For example, when the steering wheel turns left relative to the return position, the integral value of the steering torque compensation and the rack force are both negative. When the steering wheel turns right relative to the return position, the integral value of the steering torque compensation and the rack force are both positive.

[0056] In some embodiments, the steering torque compensation integral value is determined based on the steering wheel angle, vehicle speed and rack force, including: determining the target steering torque compensation upper limit value based on the steering wheel angle, vehicle speed and rack force; determining the steering torque compensation integral value based on the target steering torque compensation upper limit value, the steering wheel angle and vehicle speed.

[0057] Figure 2 The structural diagram of the above-mentioned steering torque compensation method is shown in FIG. Figure 2 As shown, the maximum steering compensation torque calculation module calculates the target steering torque compensation upper limit based on the steering wheel angle, vehicle speed and rack force, and outputs the target steering torque compensation upper limit to the steering torque compensation value integral calculation module; the steering torque compensation value integral calculation module obtains the steering torque compensation integral value based on the target steering torque compensation upper limit, steering wheel angle and vehicle speed through accumulation operation, and outputs the steering torque compensation integral value to the multiplier "X"; the sign operation module extracts the positive and negative signs of the rack force, and outputs the positive and negative signs of the rack force to the multiplier "X". The multiplier "X" multiplies the steering torque compensation integral value with the positive and negative signs of the rack force to output the steering torque compensation value.

[0058] In some embodiments, a target steering torque compensation upper limit value is determined based on the steering wheel angle, vehicle speed and rack force, including: obtaining an initial steering torque compensation 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 compensation upper limit value; adjusting the initial steering torque compensation 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 compensation upper limit value.

[0059] Correspondingly, such as Figure 3 As shown, the maximum steering torque calculation module includes an absolute value calculation unit, a maximum steering torque compensation value setting unit, and a maximum steering torque compensation value adjustment unit. The absolute value calculation unit performs an absolute value calculation on the rack force to obtain the absolute value of the rack force. The maximum steering torque compensation value setting unit obtains an initial steering torque compensation 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 maximum steering torque compensation value adjustment unit adjusts the initial steering torque compensation 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 compensation upper limit value. The first mapping relationship can specifically be a two-dimensional mapping table including the correspondence between the vehicle speed and the absolute value of the rack force and the initial steering torque compensation upper limit value. The correspondence between the vehicle speed and the absolute value of the rack force and the initial steering torque compensation upper limit value can be calibrated through actual vehicle testing.

[0060] Specifically, based on the sign relationship between the steering wheel angle and the rack force, the initial steering torque compensation upper limit is adjusted to obtain a target steering torque compensation upper limit. This includes: if the steering wheel angle and the rack force have the same sign, the initial steering torque compensation upper limit is used as the target steering torque compensation upper limit; if the steering wheel angle and the rack force have different signs, 0 is used as the target steering torque compensation upper limit. In this embodiment, when the steering wheel is turned to near neutral, the sign of the rack force changes before the sign of the steering wheel angle. At this time, the rack force changes from a return force to a steering resistance, and steering torque compensation is no longer required. Therefore, when the steering wheel angle and the rack force have different signs, 0 is used as the target steering torque compensation upper limit. This prevents the erroneous application of the steering torque compensation value under these operating conditions, i.e., avoids miscompensation of the steering torque, thereby preventing a steering feel that is inconsistent with the actual operating conditions, optimizing steering feel, and improving steering comfort.

[0061] In some embodiments, the steering torque compensation integral value is determined based on the target steering torque compensation upper limit value, the steering wheel angle and the vehicle speed, including: obtaining the integral gain corresponding to the vehicle speed based on the vehicle speed and the second mapping relationship, 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 steering torque compensation 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; limiting the sum of the historical steering torque compensation integral value and the steering torque compensation increment based on the target steering torque compensation upper limit value and 0 to obtain the steering torque compensation integral value, the historical steering torque compensation integral value is the steering torque compensation integral value of the previous operation cycle.

[0062] Correspondingly, such as Figure 4 As shown, the rudder-stabilizing torque compensation value integral calculation module 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 subtracts the absolute value of the steering wheel angle previously saved in the memory (that is, the absolute value of the previous steering wheel angle) from 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 multiplies the integral gain by the change value of the steering wheel angle to obtain a steering torque compensation increment, and outputs the steering torque compensation increment to the integral operation unit; the integral operation unit sums the historical steering torque compensation integral value and the steering torque compensation increment, and limits the upper and lower limits of the sum of the historical steering torque compensation integral value and the steering torque compensation increment, and the upper limit is set to the target steering torque compensation upper limit value, and the lower limit is set to 0. The second mapping relationship may specifically be a one-dimensional mapping table including a correspondence between vehicle speed and integral gain, and the correspondence between vehicle speed and integral gain may be calibrated through actual vehicle testing.

[0063] Specifically, the sum of the historical steering torque compensation integral value and the steering torque compensation increment is limited based on the target steering torque compensation upper limit value and 0 to obtain the steering torque compensation integral value, including: if the sum of the historical steering torque compensation integral value and the steering torque compensation increment is greater than or equal to 0 and less than or equal to the target steering torque compensation upper limit value, then the sum of the historical steering torque compensation integral value and the steering torque compensation increment is used as the steering torque compensation integral value; if the sum of the historical steering torque compensation integral value and the steering torque compensation increment is less than 0, then 0 is used as the steering torque compensation integral value; if the sum of the historical steering torque compensation integral value and the steering torque compensation increment is greater than the target steering torque compensation upper limit value, then the target steering torque compensation upper limit value is used as the steering torque compensation integral value.

[0064] Correspondingly, the integral value of the rudder-stabilizing torque compensation y n It can be expressed by the following formula:

[0065]

[0066] Where n represents the nth operation cycle; y n-1 is the historical rudder torque compensation integral value; x n It should be noted that the integral value of the rudder-holding torque compensation at the initial moment can be set to 0.

[0067] Furthermore, when y n = 0, it indicates that the current state is in the non-steering and rudder-keeping state, and no steering and rudder-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-keeping condition and the non-steering-keeping condition. This process can achieve a smooth transition of the steering-keeping torque compensation. n = the upper limit of the target steering torque compensation, indicating that the vehicle is currently in the steering-steering condition and the current steering wheel angle is stable and within the steering-steering range. Therefore, the present disclosure can determine whether the vehicle is in the steering-steering condition based on the steering-steering torque compensation integral value, eliminating the need for a separate, complex algorithm to identify the steering-steering condition.

[0068] In some embodiments, before determining the steering torque compensation integral value using a preset steering torque compensation algorithm based on the steering wheel angle, vehicle speed, and rack force, the method further includes: performing a low-pass filter on the steering wheel angle and rack force. This filter removes noise signals from the steering wheel angle and rack force, stabilizes the steering wheel angle and rack force signals, and prevents interference in the calculation of the steering torque compensation value caused by noise signals and fluctuations in the steering wheel angle and rack force signals, thereby improving the accuracy of the steering torque compensation value.

[0069] In some embodiments, after multiplying the steering torque compensation integral value by the positive and negative signs of the rack force to obtain the steering torque compensation value, the method further includes: obtaining an initial base hand torque; using the difference between the initial base hand torque and the steering torque compensation value as the target base hand torque; and using the sum of the target base hand torque, the aligning torque, the damping torque, the simulated friction torque, and the rack end protection torque as the reference hand torque. In this embodiment, the initial base hand torque corresponding to the rack force and vehicle speed can be determined based on the rack force, vehicle speed, and a third mapping relationship, wherein the third mapping relationship includes a correspondence between the rack force and vehicle speed and the initial base hand torque. The third mapping relationship can specifically be a two-dimensional mapping table including a correspondence between the rack force and vehicle speed and the initial base hand torque. The correspondence between the rack force and vehicle speed and the initial base hand torque can be calibrated through actual vehicle testing. The steering torque compensation value is subtracted from the initial base hand torque to compensate the initial base hand torque with the steering torque compensation value, thereby obtaining the target base hand torque. The return torque calculated by the return 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 are added together by an adder to obtain a reference hand torque. The reference hand torque is the hand torque that the driver is expected to feel under the current working condition. In this way, the motor torque command of the power-assist motor or the hand-feel simulation motor can be adjusted through the hand torque closed-loop controller to reduce the steering hand torque in the steering and steering-keeping working condition and improve the hand-feel comfort in the steering and steering-keeping working condition. The software implementation and function calibration of the technical solution of this embodiment are relatively easy to implement, and can better achieve the optimization of the steering and steering-keeping torque for the steering and steering-keeping working condition.

[0070] Based on the above embodiments, Figure 5 This is an effect diagram of the rudder-stabilizing torque compensation value provided by the embodiment of the present disclosure. Figure 5 As shown, before time A, the change in the steering wheel angle is negative, and accordingly, the steering torque compensation increment is negative. The sum of the historical steering torque compensation integral and the steering torque compensation increment is less than 0. Therefore, the steering torque compensation value is 0, indicating a non-steering steering condition. At time A, the absolute value of the steering wheel angle begins to decrease, entering the steering steering condition. The steering torque compensation value rapidly reaches the target steering torque compensation upper limit during the accumulation of the steering wheel angle change. It is then output according to the target steering torque compensation upper limit, and finally ceases output at time B, when the rack force reverses its sign.

[0071] In summary, the steering torque compensation method provided by the embodiment of the present disclosure fully considers that the absolute value of the rack force will decrease with the decrease of the road adhesion coefficient, and thus uses the rack force as an influencing factor of the steering torque compensation value. At the same time, the preset steering torque compensation algorithm provided by the embodiment of the present disclosure is used to obtain the steering torque compensation value in combination with the steering wheel angle and vehicle speed. The preset steering torque compensation algorithm is used to limit the upper limit of the steering torque compensation integral value, and under the steering steering condition, the steering torque compensation integral value reaches the upper limit and decreases with the decrease of the absolute value of the rack force. At the same time, the steering torque compensation integral value is the absolute value of the steering torque compensation value, so that the steering torque compensation value can be dynamically adjusted according to the rack force, and the steering torque compensation value is adaptively reduced with the decrease of the road adhesion coefficient, thereby avoiding the problem of excessive steering torque compensation on low-adhesion roads and ensuring driving safety.

[0072] Corresponding to the steering torque compensation method provided by the embodiment of the present disclosure, the embodiment of the present disclosure also provides a steering torque compensation device. Figure 6 This is a structural block diagram of the steering torque compensation device provided by the embodiment of the present disclosure, as shown in FIG. Figure 6 As shown, the steering torque compensation device includes:

[0073] The compensation parameter acquisition module 21 is used to obtain the steering wheel angle, vehicle speed and rack force of the vehicle;

[0074] a compensation integral value determining module 22 for determining a steering torque compensation integral value using a preset steering torque compensation algorithm based on the steering wheel angle, the vehicle speed, and the rack force, wherein the steering torque compensation integral value represents an absolute value of the steering torque compensation value. The preset steering torque compensation algorithm is configured to limit an upper limit of the steering torque compensation integral value, and to ensure that the steering torque compensation integral value reaches the upper limit under a steering-stabilizing condition and decreases as the absolute value of the rack force decreases;

[0075] The rudder-stabilizing torque compensation value determining module 23 is configured to multiply the rudder-stabilizing torque compensation integral value by the positive and negative signs of the rack force to obtain the rudder-stabilizing torque compensation value.

[0076] In some embodiments, determining the rudder-stabilizing torque compensation integral value based on the steering wheel angle, the vehicle speed, and the rack force includes:

[0077] Determine the upper limit of the target rudder-stabilizing torque compensation based on the steering wheel angle, vehicle speed, and rack force;

[0078] The steering torque compensation integral value is determined based on the target steering torque compensation upper limit value, the steering wheel angle and the vehicle speed.

[0079] In some embodiments, the compensation integral value determination module 22 is configured to:

[0080] Obtaining an initial steering torque compensation 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, wherein the first mapping relationship includes a correspondence between the vehicle speed, the absolute value of the rack force, and the initial steering torque compensation upper limit value;

[0081] Based on the sign relationship between the steering wheel angle and the rack force, the initial steering torque compensation upper limit is adjusted to obtain the target steering torque compensation upper limit.

[0082] In some embodiments, the compensation integral value determination module 22 is specifically configured to:

[0083] If the steering wheel angle and the rack force have the same sign, the initial steering torque compensation upper limit value is used as the target steering torque compensation upper limit value;

[0084] If the steering wheel angle and the rack force have different signs, 0 is used as the upper limit of the target steering torque compensation.

[0085] In some embodiments, the compensation integral value determination module 22 is specifically configured to:

[0086] Based on the vehicle speed and a second mapping relationship, an integral gain corresponding to the vehicle speed is obtained, wherein the second mapping relationship includes a correspondence between the vehicle speed and the integral gain;

[0087] The steering wheel angle change is multiplied by the integral gain to obtain the steering torque compensation increment. The steering wheel angle change is the difference between the absolute value of the previous steering wheel angle in the previous calculation cycle and the absolute value of the current steering wheel angle in the current calculation cycle.

[0088] The sum of the historical steering torque compensation integral value and the steering torque compensation increment is limited based on the target steering torque compensation upper limit value and 0 to obtain the steering torque compensation integral value. The historical steering torque compensation integral value is the steering torque compensation integral value of the previous operation cycle.

[0089] In some embodiments, the compensation integral value determination module 22 is specifically configured to:

[0090] If the sum of the historical rudder-holding torque compensation integral value and the rudder-holding torque compensation increment is greater than or equal to 0 and less than or equal to the target rudder-holding torque compensation upper limit, the sum of the historical rudder-holding torque compensation integral value and the rudder-holding torque compensation increment is used as the rudder-holding torque compensation integral value;

[0091] If the sum of the historical rudder-holding torque compensation integral value and the rudder-holding torque compensation increment is less than 0, 0 is used as the rudder-holding torque compensation integral value;

[0092] If the sum of the historical steering torque compensation integral value and the steering torque compensation increment is greater than the target steering torque compensation upper limit value, the target steering torque compensation upper limit value is used as the steering torque compensation integral value.

[0093] In some embodiments, the steering torque compensation device further includes a filtering module for:

[0094] Before determining the steering torque compensation integral value using a preset steering torque compensation algorithm based on the steering wheel angle, vehicle speed and rack force, the steering wheel angle and rack force are low-pass filtered.

[0095] In some embodiments, the steering torque compensation device further includes a reference hand torque calculation module for:

[0096] After multiplying the steering torque compensation integral value by the positive and negative signs of the rack force to obtain the steering torque compensation value, the initial basic hand torque is obtained;

[0097] The difference between the initial basic hand torque and the rudder-holding torque compensation value is taken as the target basic hand torque;

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

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

[0100] The embodiments of the present disclosure further provide 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 instructions cause a computer to execute a steering torque compensation method, the method comprising:

[0102] Get the vehicle's steering wheel angle, speed, and rack force;

[0103] Based on the steering wheel angle, vehicle speed, and rack force, a preset steering torque compensation algorithm is used to determine a steering torque compensation integral value, the steering torque compensation integral value being used to represent an absolute value of the steering torque compensation value. The preset steering torque compensation algorithm is used to limit an upper limit of the steering torque compensation integral value, and under a steering-stabilizing condition, the steering torque compensation integral value reaches the upper limit and decreases as the absolute value of the rack force decreases.

[0104] The rudder-holding torque compensation integral value is multiplied by the positive and negative signs of the rack force to obtain the rudder-holding torque compensation value.

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

[0106] Through the above description of the implementation methods, those skilled in the art can clearly understand that the embodiments of the present disclosure can be implemented with the help of software and necessary general-purpose hardware, and of course can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this 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 for enabling 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] An 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 the vehicle provided in the 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, which 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. The non-volatile memory may include, for example, read-only memory (ROM), a hard disk, a flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 301 may execute 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 determined distance information, direction information, etc. The output device 304 can include, for example, a display, a speaker, a printer, a communication network and its connected remote output device, etc.

[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 document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or device comprising the element.

[0116] The foregoing description is intended only to provide specific embodiments of the present disclosure, intended to enable those skilled in the art to understand and implement the present disclosure. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present disclosure. Therefore, the present disclosure is not intended to be limited to the embodiments described herein, but rather to be construed in the broadest manner consistent with the principles and novel features disclosed herein.

Claims

1. A method for compensating a steering torque, characterized in that: include: Get the vehicle's steering wheel angle, speed, and rack force; Based on the steering wheel angle, the vehicle speed and the rack force, a preset steering moment compensation algorithm is used to determine a steering moment compensation integral value, the steering moment compensation integral value is used to represent an absolute value of the steering moment compensation value, the preset steering moment compensation algorithm is used to limit an upper limit value of the steering moment compensation integral value, and under a steering and steering condition, the steering moment compensation integral value reaches the upper limit value and decreases as the absolute value of the rack force decreases; The rudder-keeping moment compensation integral value is multiplied by the positive and negative signs of the rack force to obtain the rudder-keeping moment compensation value.

2. The method according to claim 1, characterized in that The method of determining the rudder-keeping torque compensation integral value by using a preset rudder-keeping torque compensation algorithm based on the steering wheel angle, the vehicle speed and the rack force includes: Determining a target steering torque compensation upper limit value based on the steering wheel angle, the vehicle speed and the rack force; The steering torque compensation integral value is determined based on the target steering torque compensation 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 a target steering-stabilizing torque compensation upper limit value 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 initial steering moment compensation upper limit value corresponding to the vehicle speed and the absolute value of the rack force, wherein the first mapping relationship includes a correspondence between the vehicle speed, the absolute value of the rack force and the initial steering moment compensation upper limit value; Based on the positive and negative sign relationship between the steering wheel angle and the rack force, the initial steering moment compensation upper limit value is adjusted to obtain the target steering moment compensation upper limit value.

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

5. The method according to claim 2, characterized in that: The step of determining the rudder-stabilizing torque compensation integral value based on the target rudder-stabilizing torque compensation 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 steering torque compensation 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 torque compensation integral value and the steering torque compensation increment is limited based on the target steering torque compensation upper limit value and 0 to obtain the steering torque compensation integral value, and the historical steering torque compensation integral value is the steering torque compensation integral value of the previous calculation cycle.

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

7. The method according to claim 1, characterized in that Before determining the rudder-keeping torque compensation integral value by using a preset rudder-keeping torque compensation algorithm based on the steering wheel angle, the vehicle speed and the rack force, 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 steering wheel angle, vehicle speed and rack force of the vehicle; a compensation integral value determination module, for determining a steering torque compensation integral value by using a preset steering torque compensation algorithm based on the steering wheel angle, the vehicle speed and the rack force, wherein the steering torque compensation integral value is used to represent an absolute value of the steering torque compensation value, and the preset steering torque compensation algorithm is used to limit an upper limit value of the steering torque compensation integral value, and in a steering steering condition, the steering torque compensation integral value reaches an upper limit value and decreases as the absolute value of the rack force decreases; The rudder-keeping torque compensation value determination module is used to multiply the rudder-keeping torque compensation integral value by the positive and negative signs of the rack force 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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