Disturbance compensation method, device, vehicle and storage medium for wire-controlled steering system

Abstract

The embodiment of the present invention provides a disturbance compensation method, device, vehicle and storage medium for a wire-controlled steering system, which relates to the field of vehicle control. The method includes: determining the torque disturbance deviation of the large pulley end at the current moment, obtaining the measured torque of the wire-controlled steering system based on a sensor, determining the target torque of the wire-controlled steering system based on the torque disturbance deviation and the measured torque, determining the working parameters of the motor based on the target torque, determining the control parameters of the compensation control module based on the working parameters, and controlling the compensation control module to adjust the target torque based on the control parameters. Compensating the measured torque based on the torque disturbance deviation can avoid the problem of fluctuations in the measured value of the torque angle sensor, and adjusting the target torque based on the control parameters can avoid overshoot and oscillation of the wire-controlled steering system, thereby ensuring the stability of the system.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control, and in particular to a disturbance compensation method, device, vehicle and storage medium for a wire-controlled steering system. Background Art

[0002] In the wire-controlled steering system, the torque angle sensor is used to accurately measure the torque and angle of the steering wheel. However, in actual applications, the measurement of the torque angle sensor may be affected by high-frequency noise from the electronic control system or other electronic components, friction fluctuations caused by mechanical surface wear or poor lubrication, changes in parameters such as resistance and capacitance due to temperature fluctuations, and changes in ambient pressure in high altitudes or extreme environmental conditions, causing fluctuations in the measurement value of the torque angle sensor.

[0003] At present, the problem of fluctuation in the measurement value of the torque angle sensor is usually solved by filtering the torque signal.

[0004] However, filtering the torque signal takes a long time, causing signal hysteresis, which in turn affects the road feel simulation effect of the wire-controlled steering system. Summary of the invention

[0005] The object of the present invention is to provide a disturbance compensation method, device, vehicle and storage medium for a wire-controlled steering system, which can compensate the measured torque obtained by a sensor in real time and improve the stability of the wire-controlled steering system.

[0006] In order to achieve the above purpose, the technical solution adopted in the embodiment of the present application is as follows:

[0007] In a first aspect, an embodiment of the present application provides a disturbance compensation method for a wire-controlled steering system, which is applied to a vehicle controller, wherein the vehicle controller is communicatively connected to the wire-controlled steering system, wherein the wire-controlled steering system includes a large pulley end, a sensor, and a compensation control module, wherein the rotation of the large pulley end is driven by a motor, and wherein the method includes:

[0008] Determine the torque disturbance deviation of the large pulley end at the current moment, and obtain the measured torque of the steer-by-wire system based on the sensor;

[0009] determining a target torque of the steer-by-wire system based on the torque disturbance deviation and the measured torque;

[0010] determining an operating parameter of the motor based on the target torque;

[0011] determining a control parameter of the compensation control module based on the operating parameter;

[0012] The compensation control module is controlled to adjust the target torque based on the control parameter.

[0013] In an optional implementation, the operating parameter includes a real-time rotation speed of the motor, and the step of determining the control parameter of the compensation control module based on the operating parameter includes:

[0014] comparing the real-time rotation speed with a first rotation speed threshold;

[0015] When the real-time rotation speed is less than or equal to the first rotation speed threshold, a first control parameter of the compensation control module is determined based on the first rotation speed threshold.

[0016] In an optional embodiment, the method further comprises:

[0017] When the real-time rotation speed is greater than the first rotation speed threshold, comparing the real-time rotation speed with a second rotation speed threshold, wherein the first rotation speed threshold is less than the second rotation speed threshold;

[0018] When the real-time rotational speed is less than or equal to the second rotational speed threshold, a second control parameter of the compensation control module is determined based on the second rotational speed threshold, wherein a proportional parameter of the first control parameter is less than a proportional parameter of the second control parameter.

[0019] In an optional embodiment, the method further comprises:

[0020] When the real-time rotational speed is greater than the second rotational speed threshold, a third control parameter of the compensation control module is determined based on the real-time rotational speed, wherein a proportional parameter of the third control parameter is greater than a proportional parameter of the second control parameter.

[0021] In an optional implementation, the operating parameter includes the real-time rotation speed of the motor, and the step of determining the control parameter of the compensation control module based on the operating parameter includes:

[0022] Determining a fourth control parameter of the compensation control module based on the real-time rotation speed;

[0023] Determine the speed of the motor at the last moment, and determine the fifth control parameter of the compensation control module based on the speed of the motor at the last moment; wherein the proportional parameter of the fourth control parameter is less than the proportional parameter of the fifth control parameter;

[0024] When the difference between the real-time rotation speed and the rotation speed of the motor at the previous moment is greater than the preset difference, the proportional parameter of the fourth control parameter is gradually increased to the proportional parameter of the fifth control parameter at a preset rate as a starting point.

[0025] In an optional implementation, the operating parameter includes the real-time rotation speed of the motor, and the step of determining the control parameter of the compensation control module based on the operating parameter includes:

[0026] Determine a first speed interval to which the real-time speed belongs;

[0027] Determine a sixth control parameter of the compensation control module based on the real-time rotation speed;

[0028] Determine the speed of the motor at the last moment, and determine the second speed interval to which the speed of the motor at the last moment belongs;

[0029] Determine the seventh control parameter of the compensation control module based on the speed of the motor at the last moment; wherein the proportional parameter of the sixth control parameter is smaller than the proportional parameter of the seventh control parameter;

[0030] When the first speed range is different from the second speed range, the proportional parameter of the sixth control parameter is gradually increased to the proportional parameter of the seventh control parameter at a preset rate as a starting point.

[0031] In an optional implementation, the step of determining the torque disturbance deviation of the large pulley end at the current moment includes:

[0032] Acquiring the actual measured rotation angle value of the large pulley end based on the sensor;

[0033] Determining the torsion bar stiffness of the steer-by-wire system, the equivalent inertia of the lower steering shaft of the steer-by-wire system, the equivalent damping coefficient of the lower steering shaft of the steer-by-wire system, the rotational speed of the large pulley end, the acceleration of the large pulley end, the pulley transmission ratio of the steer-by-wire system, and the motor torque;

[0034] Determining the damping torque of the large pulley end rotation angle difference based on the equivalent damping coefficient of the lower steering shaft of the steer-by-wire system, the equivalent inertia of the lower steering shaft of the steer-by-wire system, and the rotation speed of the large pulley end;

[0035] Determining a torsion bar torque of the steer-by-wire system based on a torsion bar stiffness of the steer-by-wire system, an equivalent inertia of a lower steering shaft of the steer-by-wire system, and a measured rotation angle value of the large pulley end;

[0036] determining the motor target torque based on the pulley transmission ratio of the steer-by-wire system, the equivalent inertia of the lower steering shaft of the steer-by-wire system, and the motor torque;

[0037] The torque disturbance deviation of the large pulley end at a current moment is determined based on the large pulley end acceleration, the large pulley end rotation angle difference damping torque, the torsion bar torque of the steer-by-wire system, and the motor target torque.

[0038] In a second aspect, an embodiment of the present application provides a disturbance compensation device for a wire-controlled steering system, which is applied to a vehicle controller, wherein the vehicle controller is communicatively connected to the wire-controlled steering system, wherein the wire-controlled steering system includes a large pulley end, a sensor, and a compensation control module, wherein the rotation of the large pulley end is driven by a motor, and wherein the device includes:

[0039] a determination module, for determining the torque disturbance deviation of the large pulley end at the current moment, and obtaining the measured torque of the steer-by-wire system based on the sensor; determining the target torque of the steer-by-wire system based on the torque disturbance deviation and the measured torque; determining the working parameters of the motor based on the target torque; and determining the control parameters of the compensation control module based on the working parameters;

[0040] A compensation module is used to control the compensation control module to adjust the target torque based on the control parameter.

[0041] In a third aspect, an embodiment of the present application provides a vehicle, including a memory and a vehicle controller, wherein the memory stores a computer program, and the vehicle controller implements the steps of the disturbance compensation method of the wire-controlled steering system when executing the computer program.

[0042] In a fourth aspect, an embodiment of the present application provides a storage medium having a computer program stored thereon, which, when executed by a vehicle controller, implements the steps of the disturbance compensation method of the wire-controlled steering system.

[0043] This application has the following beneficial effects:

[0044] The present application determines the torque disturbance deviation at the large pulley end at the current moment, obtains the measured torque of the wire-controlled steering system based on the sensor, determines the target torque of the wire-controlled steering system based on the torque disturbance deviation and the measured torque, determines the working parameters of the motor based on the target torque, determines the control parameters of the compensation control module based on the working parameters, and controls the compensation control module to adjust the target torque based on the control parameters. Compensating the measured torque based on the torque disturbance deviation can avoid the problem of fluctuations in the measured value of the torque angle sensor, and adjusting the target torque based on the control parameters can avoid overshoot and oscillation of the wire-controlled steering system and ensure the stability of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments are briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without creative work.

[0046] Figure 1 A block diagram of a vehicle controller provided by an embodiment of the present invention;

[0047] Figure 2 One of the flow charts of a disturbance compensation method for a wire-controlled steering system provided by an embodiment of the present invention;

[0048] Figure 3 A schematic diagram of an upper steering structure of a steer-by-wire system provided in an embodiment of the present invention;

[0049] Figure 4 A second flow chart of a disturbance compensation method for a wire-controlled steering system provided by an embodiment of the present invention;

[0050] Figure 5 A third flow chart of a disturbance compensation method for a steer-by-wire system provided by an embodiment of the present invention;

[0051] Figure 6 A fourth flow chart of a disturbance compensation method for a wire-controlled steering system provided by an embodiment of the present invention;

[0052] Figure 7 A fifth flow chart of a disturbance compensation method for a steer-by-wire system provided in an embodiment of the present invention;

[0053] Figure 8 A structural block diagram of a disturbance compensation device for a steer-by-wire system provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0054] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings here can be arranged and designed in various different configurations.

[0055] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention claimed for protection, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0056] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, further definition and explanation thereof is not required in subsequent drawings.

[0057] In the description of the present invention, it should be noted that if the terms "upper", "lower", "inside", "outside", etc. appear to indicate an orientation or position relationship, they are based on the orientation or position relationship shown in the accompanying drawings, or are the orientation or position relationship in which the product of the invention is usually placed when used. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0058] In addition, the terms “first”, “second”, etc., if used, are merely used to distinguish between the descriptions and should not be understood as indicating or implying relative importance.

[0059] In the description of this application, it should also be noted that, unless otherwise clearly specified and limited, the terms "set", "install", "connect", and "connect" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0060] After extensive research, the inventors found that the measurement value of the torque angle sensor of the current wire-controlled steering system will fluctuate, and the current solution to the problem of fluctuations in the measurement value of the torque angle sensor is usually to filter the torque signal. However, filtering the torque signal takes a long time, causing signal hysteresis, which in turn affects the road feel simulation effect of the wire-controlled steering system.

[0061] In view of the discovery of the above problems, the present embodiment provides a disturbance compensation method, device, vehicle and storage medium for a wire-controlled steering system, which can obtain the measured torque of the wire-controlled steering system based on the sensor by determining the torque disturbance deviation at the large pulley end at the current moment, determine the target torque of the wire-controlled steering system based on the torque disturbance deviation and the measured torque, determine the working parameters of the motor based on the target torque, determine the control parameters of the compensation control module based on the working parameters, and control the compensation control module to adjust the target torque based on the control parameters. Compensating the measured torque based on the torque disturbance deviation can avoid the problem of fluctuations in the measured value of the torque angle sensor, and adjusting the target torque based on the control parameters can avoid overshoot and oscillation of the wire-controlled steering system and ensure the stability of the system. The scheme provided by the present embodiment is described in detail below.

[0062] This embodiment provides a vehicle controller that can perform disturbance compensation on a steer-by-wire system. In a possible implementation, the vehicle controller can be, but is not limited to, a driving computer, a server, a smart phone, a personal computer (PC), a tablet computer, a personal digital assistant (PDA), a mobile Internet device (MID), etc.

[0063] Please refer to Figure 1 , Figure 1 FIG. 1 is a schematic diagram of the structure of a vehicle controller 100 provided in an embodiment of the present invention. The vehicle controller 100 may also include Figure 1 More or fewer components as shown, or with Figure 1 Different configurations are shown. Figure 1 Each component shown in the figure can be implemented by hardware, software or a combination thereof.

[0064] The vehicle controller 100 includes a disturbance compensation device 110 of a steer-by-wire system, a memory 120 and a controller 130 .

[0065] The components of the memory 120 and the controller 130 are electrically connected to each other directly or indirectly to realize data transmission or interaction. For example, these components can be electrically connected to each other through one or more communication buses or signal lines. The disturbance compensation device 110 of the wire steering system includes at least one software function module that can be stored in the memory 120 in the form of software or firmware or solidified in the operating system (OS) of the vehicle controller 100. The controller 130 is used to execute the executable modules stored in the memory 120, such as the software function modules and computer programs included in the disturbance compensation device 110 of the wire steering system.

[0066] The memory 120 may be, but is not limited to, a random access memory (RAM), a read only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable read-only memory (EEPROM), etc. The memory 120 is used to store a program, and the controller 130 executes the program after receiving an execution instruction.

[0067] Please refer to Figure 2 , Figure 2 For application Figure 1 A flow chart of a disturbance compensation method for a wire-controlled steering system of a vehicle controller 100 is provided, and the method including each step is described in detail below.

[0068] The disturbance compensation method of the wire-controlled steering system is applied to a vehicle controller. The vehicle controller is communicatively connected with the wire-controlled steering system. The wire-controlled steering system includes a large pulley end, a sensor and a compensation control module. The rotation of the large pulley end is driven by a motor.

[0069] S201: Determine the torque disturbance deviation of the large pulley end at the current moment, and obtain the measured torque of the steer-by-wire system based on the sensor.

[0070] The wire control steering system is divided into an upper steering structure and a lower steering structure, such as Figure 3 The figure shows a schematic diagram of the upper steering structure of the wire control steering system. The upper steering structure includes a large pulley end 1 and a motor 2. The motor and the large pulley end are connected by a belt, and the rotation of the motor drives the rotation of the large pulley end. The upper steering structure also includes a sensor for obtaining the measured torque of the wire control steering system.

[0071] It should be noted that the sensor may be a torque angle sensor.

[0072] S202: Determine a target torque of the steer-by-wire system based on the torque disturbance deviation and the measured torque.

[0073] Since the measured value of the sensor will fluctuate under certain circumstances, the disturbance torque deviation of the large pulley end at the current moment can be calculated in real time based on the torque deviation algorithm, and the measured torque of the wire-controlled steering system can be obtained in real time based on the sensor.

[0074] The measured torque is compensated based on the disturbance torque deviation. The difference between the measured torque and the disturbance torque deviation can be calculated to obtain the target torque, so that the measured value of the actuator can be compensated when the measured value of the sensor fluctuates.

[0075] S203: Determine operating parameters of the motor based on the target torque.

[0076] The working parameters of the motor can be determined based on the target torque. The motor rotates according to the working parameters of the target torque, driving the large pulley end to rotate, thereby providing road feel simulation for the steering wheel of the upward and downward structure.

[0077] S204: Determine control parameters of the compensation control module based on the operating parameters.

[0078] Set different working parameters to correspond to different control parameters, determine the working parameters of the motor at the current moment, match the working parameters with each working parameter range, determine the target working parameter range that matches the working parameters from each working parameter range, and determine the control parameters corresponding to the target working parameter range.

[0079] S205: Controlling the compensation control module to adjust the target torque based on the control parameter.

[0080] The compensation control module adjusts the target torque based on the control parameter control to improve the stability of the steer-by-wire system and avoid overshoot or oscillation.

[0081] There are many ways to implement the control parameters of the compensation control module based on the working parameters. In one implementation, Figure 4 As shown, the following steps are included:

[0082] S301: Compare the real-time rotation speed with a first rotation speed threshold.

[0083] S302: When the real-time rotation speed is less than or equal to a first rotation speed threshold, determine a first control parameter of the compensation control module based on the first rotation speed threshold.

[0084] S303: When the real-time rotation speed is greater than the first rotation speed threshold, compare the real-time rotation speed with the second rotation speed threshold.

[0085] The first speed threshold is smaller than the second speed threshold.

[0086] S304: When the real-time rotation speed is less than or equal to a second rotation speed threshold, determine a second control parameter of the compensation control module based on the second rotation speed threshold.

[0087] It should be noted that the control parameters include proportional parameters and integral parameters.

[0088] The proportional parameter of the first control parameter is smaller than the proportional parameter of the second control parameter.

[0089] S305: When the real-time rotation speed is greater than the second rotation speed threshold, determine a third control parameter of the compensation control module based on the real-time rotation speed.

[0090] The proportional parameter of the third control parameter is greater than the proportional parameter of the second control parameter.

[0091] It should be noted that the compensation control module may be a PI state observer, and the operating parameter of the motor may be the rotational speed of the motor.

[0092] The current rotation speed of the motor corresponding to the target torque is determined, and the control parameters of the compensation control module are determined based on the rotation speed of the motor.

[0093] Exemplarily, the control parameters of the compensation control module include PI value, that is, P value and I value. The P value indicates the proportional gain, that is, the proportional parameter, which adjusts the output of the observer according to the difference between the set value and the actual output. A larger P value can respond to errors quickly, but may cause system overshoot and oscillation. A lower P value will make the system respond slower, but more stable. The I value indicates the integral gain, that is, the integral parameter, which is responsible for eliminating steady-state errors. By accumulating past errors, it ensures that the system eventually reaches the set value. A larger I value can accelerate the elimination of steady-state errors, but it may also cause system instability or slow response. A lower I value will make the system respond slower, but more stable.

[0094] Multiple speed ranges can be set, including a low speed range and a high speed range, and different speed ranges correspond to different control parameters.

[0095] Exemplarily, the low speed interval is set to [A, B], and the high speed interval is set to [C, D], where B is greater than A, C is greater than B, and D is greater than C.

[0096] The control parameter corresponding to the low speed interval is set as the first control parameter, that is, the first PI value, and the control parameter corresponding to the high speed interval is set as the second control parameter, that is, the second PI value. In the second PI value, the P value is greater than the P value corresponding to the first PI value, and the I value corresponding to the second PI value is less than the I value corresponding to the first PI value. When the speed of the motor exceeds the D speed, the corresponding control parameter is set to the third control parameter, that is, the third PI value, the P value in the third PI value is greater than the P value in the second PI value, and the I value in the third PI value is less than the I value in the second PI value.

[0097] The real-time speed of the motor is determined based on the target torque, and the speed range to which the real-time speed belongs is determined. When the real-time speed of the motor belongs to the low-speed range, the first PI value is used as the control parameter of the compensation control module, and the target torque is adjusted based on the first PI value. The motor is controlled to drive the large pulley end to rotate based on the adjusted target torque, and the steering wheel of the upward steering structure provides a more accurate road feel simulation. When the real-time speed of the motor belongs to the high-speed range, the second PI value is used as the control parameter of the compensation control module, and the target torque is adjusted based on the second PI value. The motor is controlled to drive the large pulley end to rotate based on the adjusted target torque, and the steering wheel of the upward steering structure provides a more accurate road feel simulation.

[0098] The specific P value and I value in the first PI value, the second PI value, and the third PI value can be determined based on an empirical adjustment method. By making the system enter a continuous oscillation state, the critical gain and the oscillation period are determined, and then the appropriate P value and I value are calculated. The specific steps are as follows: Set the I value to 0 and gradually increase the P value until the system enters a continuous oscillation state. Record the P value (P_crit) and the oscillation period (T_osc) at this time. Use the following formula to calculate the P value and I value: P = 0.6 * P_crit. I = 2 * P_crit / T_osc.

[0099] The specific I and P values ​​can also be determined based on the frequency response method: by analyzing the frequency response of the system, the appropriate P and I values ​​can be determined. Usually, professional control theory software is required for analysis and adjustment.

[0100] The compensation control module can also be: Luenberger observer, which is a linear observer based on state feedback and is suitable for linear systems. By selecting an appropriate gain matrix, the state estimation of the observer can quickly converge to the real state.

[0101] The compensation control module may also be: an adaptive observer, which adjusts the parameters of the observer online to adapt to the changes and uncertainties of the system parameters.

[0102] When the working parameters of the motor include the real-time speed of the motor, another implementation method of determining the control parameters of the compensation control module based on the working parameters is as follows: Figure 5 As shown, the following steps are included:

[0103] S401: Determine a fourth control parameter of a compensation control module based on the real-time rotation speed.

[0104] S402: Determine the rotation speed of the motor at the last moment, and determine the fifth control parameter of the compensation control module based on the rotation speed of the motor at the last moment.

[0105] The proportional parameter of the fourth control parameter is smaller than the proportional parameter of the fifth control parameter.

[0106] S403: When the difference between the real-time rotation speed and the rotation speed of the motor at the previous moment is greater than a preset difference, the proportional parameter of the fourth control parameter is gradually increased to the proportional parameter of the fifth control parameter at a preset rate as a starting point.

[0107] Determine the difference between the real-time speed of the motor and the speed of the motor at the previous moment, compare the difference with the preset difference, and when the difference between the real-time speed and the speed of the motor at the previous moment is greater than the preset difference, gradually increase the proportional parameter of the fourth control parameter as the starting point to the proportional parameter of the fifth control parameter at a preset rate.

[0108] That is, when the proportional parameter of the fifth control parameter is gradually increased starting from the proportional parameter of the fourth control parameter, when the target torque is adjusted based on the control parameter control compensation control module, the target torque is also gradually increased at a preset rate, so that the torque increase can be carried out safely, avoiding rapid adjustment from the target torque corresponding to the fourth control parameter to the target torque corresponding to the fifth control parameter, causing damage to the system and improving the user's road feel experience.

[0109] The target torque is adjusted based on the fourth control parameter to obtain the first target torque, and the target torque is adjusted based on the fifth control parameter to obtain the second target torque. Since the proportional parameter from the fourth control parameter to the proportional parameter from the fifth control parameter increases gradually at a preset rate, the first target torque to the second target torque also increases gradually at a preset rate, thereby improving the safety of the system.

[0110] In another example, the difference between the real-time speed of the motor and the speed of the motor at the previous moment is determined, and the difference is compared with a preset difference. When the difference between the real-time speed and the speed of the motor at the previous moment is greater than the preset difference, the integral parameter of the fourth control parameter is gradually reduced to the integral parameter of the fifth control parameter at a preset rate to enhance the user's road feel experience.

[0111] When the working parameters of the motor include the real-time speed of the motor, another implementation method of determining the control parameters of the compensation control module based on the working parameters is as follows: Figure 6 As shown, the following steps are included:

[0112] S501: Determine a first speed range to which the real-time speed belongs.

[0113] S502: Determine a sixth control parameter of the compensation control module based on the real-time rotation speed.

[0114] S503: Determine the rotation speed of the motor at the last moment, and determine the second rotation speed interval to which the rotation speed of the motor at the last moment belongs.

[0115] S504: Determine a seventh control parameter of the compensation control module based on the rotation speed of the motor at the last moment.

[0116] The proportional parameter of the sixth control parameter is smaller than the proportional parameter of the seventh control parameter.

[0117] S505: When the first speed range is different from the second speed range, the proportional parameter of the sixth control parameter is gradually increased to the proportional parameter of the seventh control parameter at a preset rate as a starting point.

[0118] When switching from the first speed range to the second speed range, the proportional parameter of the sixth control parameter is gradually increased to the proportional parameter of the seventh control parameter at a preset rate starting from the proportional parameter of the sixth control parameter.

[0119] When the proportional parameter of the sixth control parameter is greater than the proportional parameter of the seventh control parameter, when switching from the first speed range to the second speed range, the proportional parameter of the sixth control parameter is gradually reduced to the proportional parameter of the seventh control parameter at a preset rate starting from the proportional parameter of the sixth control parameter.

[0120] The target torque is adjusted based on the sixth control parameter to obtain the third target torque, and the target torque is adjusted based on the seventh control parameter to obtain the fourth target torque. Since the proportional parameter of the sixth control parameter to the proportional parameter of the seventh control parameter is gradually increased or decreased at a preset rate, the third target torque to the fourth target torque is also gradually increased or decreased at a preset rate, which can improve the safety of the system.

[0121] There are many ways to determine the torque disturbance deviation of the large pulley end at the current moment. In one implementation, Figure 7 As shown, the following steps are included:

[0122] S601: Obtain the actual rotation angle value of the large pulley end based on the sensor.

[0123] S602: Determine the torsion bar stiffness of the steer-by-wire system, the equivalent inertia of the lower steering shaft of the steer-by-wire system, the equivalent damping coefficient of the lower steering shaft of the steer-by-wire system, the rotation speed of the large pulley end, the acceleration of the large pulley end, the pulley transmission ratio of the steer-by-wire system, and the motor torque.

[0124] S603: Determine the large pulley end rotation angle difference damping torque based on the equivalent damping coefficient of the lower steering shaft of the steer-by-wire system, the equivalent inertia of the lower steering shaft of the steer-by-wire system, and the rotation speed of the large pulley end.

[0125] S604: Determine a torsion bar torque of the steer-by-wire system based on a torsion bar stiffness of the steer-by-wire system, an equivalent inertia of a lower steering shaft of the steer-by-wire system, and a measured turning angle value of a large pulley end.

[0126] S605: Determine the motor torque based on the pulley transmission ratio of the steer-by-wire system, the equivalent inertia of the lower steering shaft of the steer-by-wire system, and the motor torque.

[0127] S606: Determine the torque disturbance deviation of the large pulley end at the current moment based on the large pulley end acceleration, the large pulley end rotation angle difference damping torque, the torsion bar torque of the steer-by-wire system, and the motor torque.

[0128] The actual rotation angle value of the large pulley end can be directly obtained through the sensor, that is, ,in, is the measured value obtained by the sensor, is the measured rotation angle value at the large pulley end, The torsion bar stiffness for the steer-by-wire system.

[0129] The torque balance equation of the upper steering structure is:

[0130] .

[0131] Assuming the measured value of the steering angle difference There is a disturbance deviation between the angle difference observation value , then:

[0132] ,in, is the observed value of the rotation angle difference.

[0133] It is deduced that: ;

[0134] Will Substituting into the torque balance equation of the upper steering structure, we get:

[0135] ;

[0136] Through the above equation: , calculate the torque disturbance deviation at the large pulley end at the current moment.

[0137] in, is the acceleration at the large pulley end, is the equivalent damping coefficient of the steering shaft in the steer-by-wire system, is the equivalent inertia of the lower steering shaft of the steer-by-wire system, is the speed of the large pulley end, To control the torsion bar stiffness of the steering system, is the measured rotation angle value at the large pulley end, is the pulley transmission ratio, is the motor torque, is the torque disturbance deviation at the large pulley end at the current moment, is the damping torque of the large pulley end angular difference, is the torsion bar torque of the steer-by-wire system, is the motor target torque.

[0138] The motor torque can be measured by a motor torque measuring unit, the motor current can be obtained, and the motor torque can be calculated based on the motor current.

[0139] The speed of the large pulley end can be calculated by determining the actual speed of the motor and the pulley transmission ratio.

[0140] Please refer to Figure 8 The present application embodiment also provides a method for applying Figure 1 The disturbance compensation device 110 of the steer-by-wire system of the vehicle controller 100 includes:

[0141] A determination module 111 is used to determine the torque disturbance deviation of the large pulley end at the current moment, obtain the measured torque of the wire steering system based on the sensor; determine the target torque of the wire steering system based on the torque disturbance deviation and the measured torque; determine the working parameters of the motor based on the target torque; and determine the control parameters of the compensation control module based on the working parameters;

[0142] The compensation module 112 is configured to control the compensation control module to compensate the target torque based on the control parameter.

[0143] The present application also provides a vehicle, the vehicle comprising a vehicle controller and a memory. The memory stores computer executable instructions, and when the computer executable instructions are executed by the vehicle controller, the disturbance compensation method of the wire control steering system is implemented.

[0144] An embodiment of the present application also provides a storage medium, which stores a computer program. When the computer program is executed by a vehicle controller, the disturbance compensation method of the wire-controlled steering system is implemented.

[0145] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can also be implemented in other ways. The device embodiments described above are merely schematic. For example, the flowcharts and block diagrams in the accompanying drawings show the possible architecture, functions and operations of the devices, methods and computer program products according to the multiple embodiments of the present application. In this regard, each box in the flowchart or block diagram can represent a module, a program segment or a part of a code, and the module, a program segment or a part of a code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or the flowchart, and the combination of boxes in the block diagram and / or the flowchart can be implemented with a dedicated hardware-based system that performs a specified function or action, or can be implemented with a combination of dedicated hardware and computer instructions.

[0146] In addition, each functional module in each embodiment of the present application can be integrated together to form an independent part, or each module can exist separately, or two or more modules can be integrated to form an independent part. If the function is implemented in the form of a software functional module and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art or the part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including several instructions to enable a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a disk or an optical disk.

[0147] It should be noted that, in this article, relational terms such as first and second, etc. 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.

[0148] The above are only various implementations of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A disturbance compensation method for a steer-by-wire system, applied to a vehicle controller, characterized in that: The vehicle controller is in communication with a wire-controlled steering system, the wire-controlled steering system includes a large pulley end, a sensor, and a compensation control module, the rotation of the large pulley end is driven by a motor, and the method includes: Determine the torque disturbance deviation of the large pulley end at the current moment, and obtain the measured torque of the steer-by-wire system based on the sensor; determining a target torque of the steer-by-wire system based on the torque disturbance deviation and the measured torque; determining an operating parameter of the motor based on the target torque; determining a control parameter of the compensation control module based on the operating parameter; The compensation control module is controlled based on the control parameter to adjust the target torque; the working parameter includes the real-time speed of the motor, and the step of determining the control parameter of the compensation control module based on the working parameter includes: comparing the real-time rotation speed with a first rotation speed threshold; When the real-time rotation speed is less than or equal to the first rotation speed threshold, determining a first control parameter of the compensation control module based on the first rotation speed threshold; The step of determining the torque disturbance deviation of the large pulley end at the current moment comprises: Acquiring the actual measured rotation angle value of the large pulley end based on the sensor; Determining the torsion bar stiffness of the steer-by-wire system, the equivalent inertia of the lower steering shaft of the steer-by-wire system, the equivalent damping coefficient of the lower steering shaft of the steer-by-wire system, the rotational speed of the large pulley end, the acceleration of the large pulley end, the pulley transmission ratio of the steer-by-wire system, and the motor torque; Determining a large pulley end rotation angle difference damping torque based on an equivalent damping coefficient of a lower steering shaft of the steer-by-wire system, an equivalent inertia of a lower steering shaft of the steer-by-wire system, and a rotation speed of the large pulley end; Determining a torsion bar torque of the steer-by-wire system based on a torsion bar stiffness of the steer-by-wire system, an equivalent inertia of a lower steering shaft of the steer-by-wire system, and a measured rotation angle value of the large pulley end; determining the motor target torque based on the pulley transmission ratio of the steer-by-wire system, the equivalent inertia of the lower steering shaft of the steer-by-wire system, and the motor torque; The torque disturbance deviation of the large pulley end at a current moment is determined based on the large pulley end acceleration, the large pulley end rotation angle difference damping torque, the torsion bar torque of the steer-by-wire system, and the motor target torque.

2. The method according to claim 1, characterized in that The method further comprises: When the real-time rotation speed is greater than the first rotation speed threshold, comparing the real-time rotation speed with a second rotation speed threshold, wherein the first rotation speed threshold is less than the second rotation speed threshold; When the real-time speed is less than or equal to the second speed threshold, the second control parameter of the compensation control module is determined based on the second speed threshold, wherein the proportional parameter in the first control parameter is less than the proportional parameter of the second control parameter.

3. The method according to claim 2, characterized in that The method further comprises: When the real-time rotational speed is greater than the second rotational speed threshold, a third control parameter of the compensation control module is determined based on the real-time rotational speed, wherein a proportional parameter of the third control parameter is greater than a proportional parameter of the second control parameter.

4. The method according to claim 1, characterized in that The working parameter includes the real-time rotation speed of the motor, and the step of determining the control parameter of the compensation control module based on the working parameter includes: Determining a fourth control parameter of the compensation control module based on the real-time rotation speed; Determine the speed of the motor at the last moment, and determine the fifth control parameter of the compensation control module based on the speed of the motor at the last moment; wherein the proportional parameter of the fourth control parameter is less than the proportional parameter of the fifth control parameter; When the difference between the real-time rotation speed and the rotation speed of the motor at the previous moment is greater than the preset difference, the proportional parameter of the fourth control parameter is gradually increased to the proportional parameter of the fifth control parameter at a preset rate as a starting point.

5. The method according to claim 1, characterized in that The working parameter includes the real-time rotation speed of the motor, and the step of determining the control parameter of the compensation control module based on the working parameter includes: Determine a first speed interval to which the real-time speed belongs; Determine a sixth control parameter of the compensation control module based on the real-time rotation speed; Determine the speed of the motor at the last moment, and determine the second speed interval to which the speed of the motor at the last moment belongs; Determine the seventh control parameter of the compensation control module based on the speed of the motor at the last moment; wherein the proportional parameter of the sixth control parameter is smaller than the proportional parameter of the seventh control parameter; When the first speed range is different from the second speed range, the proportional parameter of the sixth control parameter is gradually increased to the proportional parameter of the seventh control parameter at a preset rate as a starting point.

6. A disturbance compensation device for a steer-by-wire system, characterized in that: Applied to a vehicle controller, the vehicle controller is in communication connection with a wire-controlled steering system, the wire-controlled steering system includes a large pulley end, a sensor and a compensation control module, the rotation of the large pulley end is driven by a motor, and the device includes: a determination module, for determining the torque disturbance deviation of the large pulley end at the current moment, and obtaining the measured torque of the steer-by-wire system based on the sensor; determining the target torque of the steer-by-wire system based on the torque disturbance deviation and the measured torque; determining the working parameters of the motor based on the target torque; and determining the control parameters of the compensation control module based on the working parameters; A compensation module is used to control the compensation control module to adjust the target torque based on the control parameter to implement the method according to any one of claims 1-5.

7. A vehicle, characterized in that: The invention comprises a vehicle controller and a memory, wherein the memory stores a computer program executable by the vehicle controller, and the vehicle controller can execute the computer program to implement the steps of the method according to any one of claims 1 to 5.

8. A storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a vehicle controller, the steps of the method according to any one of claims 1 to 5 are implemented.

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