Intelligent driving transverse torque control method and system and storage medium

Abstract

The invention discloses an intelligent driving transverse torque control method and system and a storage medium, and relates to the field of torque adjustment. The method comprises the following steps: after receiving a target torque request, superposing a vibration parameter on a target torque to obtain a response torque; when the target torque is positive, the superposition mode of the vibration parameters is the addition of the target torque and the vibration parameters, and when the target torque is negative, the superposition mode of the vibration parameters is the subtraction of the target torque and the vibration parameters; the response torque is used to determine a current controlling the electric machine. When the torque request is responded, a vibration parameter is superposed during response, so that the steering gear rack can vibrate quickly, conversion from static friction to dynamic friction between the steering gear rack and the rack pressing block can be realized on the basis of not needing too large torque, the response time is shortened, and the reliability of the steering gear rack is improved. Moreover, the response overshoot is reduced, and the response characteristic of the EPS is improved.

Description

Technical Field

[0001] The present invention relates to the field of torque adjustment, and in particular to an intelligent driving lateral torque control method, system and storage medium. Background Art

[0002] At present, intelligent driving functions are widely used in passenger cars, and most of the use scenarios of intelligent driving functions are in the high-speed stage of the vehicle. When the lateral control of the vehicle adopts the torque control strategy, the intelligent driving system has high requirements for the response characteristics of EPS (Electric Power Steering, electric power steering system).

[0003] See also Figure 1 As shown, the EPS workflow includes:

[0004] After the torque angle sensor collects the steering torque of the steering wheel, the EPS basic assistant module calculates the output power-assist torque based on the steering torque and vehicle speed; at the same time, the EPS intelligent driving torque control module will receive the lateral torque control request from the intelligent driving system, and the EPS intelligent driving torque control module will obtain the corresponding lateral torque through internal logic processing; after superimposing the output power-assist torque and lateral torque, the corresponding current demand is output to the electric steering motor, which passes through the reduction mechanism and gear rack system to finally drive the wheels to rotate.

[0005] At present, in the lateral control of intelligent driving, most technologies focus on optimizing the processing of torque signals on the intelligent driving side to meet vehicle control requirements. For example, the Chinese invention patent "A lateral control method and device based on intelligent driving" with publication number CN116279417A discloses a lateral control method and device based on intelligent driving. By matching the response parameter value of the wire-controlled steering system of the target vehicle with the compensation parameter value, the target compensation parameter value corresponding to the target response parameter value is determined, and input into the proportional-integral-differential PID controller or the proportional-differential PD controller for calculation, thereby obtaining the first expected steering wheel angle of the target vehicle. This method fully considers the characteristics of the wire-controlled steering system, reduces the error of lateral control caused by it, and improves the accuracy of the lateral control method. The technical effect is to improve the accuracy of lateral control of intelligent driving.

[0006] However, there are very few technologies for improving the response characteristics of EPS. Summary of the invention

[0007] In view of the defects existing in the prior art, the technical problem solved by the present invention is: how to improve the response characteristics of EPS.

[0008] To achieve the above objectives, in a first aspect, an embodiment of the present application provides an intelligent driving lateral torque control method, the method comprising the following steps:

[0009] After receiving the target torque request, the vibration parameters are superimposed on the target torque to obtain the response torque; when the target torque is positive, the vibration parameters are superimposed by adding the target torque and the vibration parameters, and when the target torque is negative, the vibration parameters are superimposed by subtracting the target torque and the vibration parameters; the response torque is used to determine the current of the control motor.

[0010] In combination with the first aspect, in one implementation, the process of responding to the target torque by superimposing the vibration parameter on the target torque includes: after determining the control torque according to the target torque, superimposing the vibration parameter on the control torque to obtain the response torque.

[0011] In combination with the first aspect, in one implementation, the response torque T out The calculation formula is:

[0012] T out =T req ±fs;

[0013] Where fs represents the vibration parameter, fs is 0.01~0.2Nm; T req represents the target torque, T req >0, T out =T req +fs;T req When <0, T out =T req -fs.

[0014] In combination with the first aspect, in one embodiment, after receiving the target torque request, the following steps are also included: determining the corresponding damping current according to the current vehicle speed and the steering wheel steering angle, the damping current is inversely proportional to the vehicle speed, and the damping current is directly proportional to the steering wheel steering angle.

[0015] In combination with the first aspect, in one implementation, the damping current corresponding to different vehicle speed ranges and steering wheel steering angles specifically includes:

[0016] Vehicle speed is between 30 and 60 km / h:

[0017] When the steering wheel angle is 0-10° / s, the damping current is 1.2-1.8A;

[0018] When the steering wheel steering angle is 10-20° / s, the damping current is 1.8-2.5A;

[0019] When the steering wheel steering angle is 20-30° / s, the damping current is 2.5-3.5A;

[0020] Vehicle speed is between 60 and 90 km / h:

[0021] When the steering wheel angle is 0-10° / s, the damping current is 0.8-1.2A;

[0022] When the steering wheel steering angle is 10-20° / s, the damping current is 1.2-1.8A;

[0023] When the steering wheel steering angle is 20-30° / s, the damping current is 1.8-2.5A;

[0024] Vehicle speed is greater than 90km / h:

[0025] When the steering wheel steering angle is 0-10° / s, the damping current is 0.5-0.8A;

[0026] When the steering wheel steering angle is 10-20° / s, the damping current is 0.8-1.2A;

[0027] When the steering wheel steering angle is 20-30° / s, the damping current is 1.2-1.8A.

[0028] In combination with the first aspect, in one implementation, after the damping current is determined, the following steps are further included: compensating the damping current by using a compensation coefficient.

[0029] In combination with the first aspect, in one implementation, the compensation coefficients corresponding to different vehicle speed ranges include:

[0030] When the vehicle speed is within the range of 30-60 km / h, the compensation coefficient is 1.2-1.5;

[0031] When the vehicle speed is within the range of 60-90 km / h, the compensation coefficient is 1.5-2.0;

[0032] When the vehicle speed is within the range of 90-120 km / h, the compensation coefficient is 2.0-2.5;

[0033] When the vehicle speed is greater than 120km / h, the compensation coefficient is 2.5~3.0.

[0034] In combination with the first aspect, in one embodiment, the process of the method includes: superimposing the output assist torque and the response torque to determine the corresponding current, and subtracting the damping current from the current to send it to the electric steering motor.

[0035] In the second aspect, the embodiment of the present application provides an intelligent driving lateral torque control system, which is used to implement the steps of the method provided in the first aspect. The system specifically includes an EPS basic assist module, a damping compensation module, an EPS intelligent driving torque control module, a friction compensation module and a current calculation module.

[0036] The EPS basic power assist module is used to: calculate the output power assist torque based on the steering torque and vehicle speed;

[0037] The EPS intelligent driving torque control module is used to: calculate the control torque according to the target torque request issued by the intelligent driving system;

[0038] The friction compensation module is used to: obtain the response torque after superimposing the vibration parameters on the control torque; the response torque T out The calculation formula is:

[0039] T out =T req ±fs;

[0040] Where fs represents the vibration parameter, fs is the friction vibration coefficient, which is generally 0.01~0.2Nm; T req represents the target torque, T req >0, formula T out =T req +fs;T req When <0, the formula T out =T req -fs.

[0041] The damping compensation module includes the basic damping module and the damping control module:

[0042] The basic damping module is used to: determine the corresponding damping current according to the current vehicle speed and the steering angle of the steering wheel; specifically: determine the corresponding damping current according to the current vehicle speed and the steering angle of the steering wheel, the damping current is inversely proportional to the vehicle speed, and the damping current is directly proportional to the steering angle of the steering wheel.

[0043] Specifically, the damping current corresponding to different vehicle speed ranges and steering wheel steering angles includes:

[0044] Vehicle speed is between 30 and 60 km / h:

[0045] When the steering wheel angle is 0-10° / s, the damping current is 1.2-1.8A;

[0046] When the steering wheel steering angle is 10-20° / s, the damping current is 1.8-2.5A;

[0047] When the steering wheel steering angle is 20-30° / s, the damping current is 2.5-3.5A;

[0048] Vehicle speed is between 60 and 90 km / h:

[0049] When the steering wheel angle is 0-10° / s, the damping current is 0.8-1.2A;

[0050] When the steering wheel steering angle is 10-20° / s, the damping current is 1.2-1.8A;

[0051] When the steering wheel steering angle is 20-30° / s, the damping current is 1.8-2.5A;

[0052] Vehicle speed is greater than 90km / h:

[0053] When the steering wheel steering angle is 0-10° / s, the damping current is 0.5-0.8A;

[0054] When the steering wheel steering angle is 10-20° / s, the damping current is 0.8-1.2A;

[0055] When the steering wheel steering angle is 20-30° / s, the damping current is 1.2-1.8A.

[0056] The damping control module is used to: compensate the damping current through a compensation coefficient; the compensation coefficient is proportional to the vehicle speed.

[0057] Specifically, the compensation coefficients corresponding to different vehicle speed ranges are:

[0058] When the vehicle speed is within the range of 30-60 km / h, the compensation coefficient is 1.2-1.5;

[0059] When the vehicle speed is within the range of 60-90 km / h, the compensation coefficient is 1.5-2.0;

[0060] When the vehicle speed is within the range of 90-120 km / h, the compensation coefficient is 2.0-2.5;

[0061] When the vehicle speed is greater than 120km / h, the compensation coefficient is 2.5~3.0.

[0062] The current calculation module is used to determine the corresponding current by superimposing the output assist torque and the response torque, and then subtract the damping current from the current to send it to the electric steering motor, which passes through the reduction mechanism and the rack and pinion system and finally drives the wheels to rotate.

[0063] In a third aspect, an embodiment of the present application provides a computer-readable storage medium, on which an intelligent driving lateral torque control program is stored, wherein when the intelligent driving lateral torque control program is executed, the steps of the method provided in the first aspect are implemented.

[0064] Compared with the prior art, the advantages of the present invention are:

[0065] When responding to a torque request, the present application will superimpose a vibration parameter while responding, so that the steering rack can vibrate quickly, so that the conversion from static friction to dynamic friction can be achieved between the steering rack and the rack pressure block without requiring excessive torque, thereby not only shortening the response time, but also reducing the response overshoot To. Therefore, the present application can improve the response characteristics of EPS in the above manner. BRIEF DESCRIPTION OF THE DRAWINGS

[0066] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0067] Figure 1 This is a schematic diagram of the EPS workflow;

[0068] Figure 2 Schematic diagram of the EPS generating lateral torque response process;

[0069] Figure 3 A schematic diagram of the friction relationship between the steering rack and the rack pressure block of a car;

[0070] Figure 4 Schematic diagram of the difference between target torque and response torque in the embodiment of the present application;

[0071] Figure 5 This is a schematic diagram of the structure of an intelligent driving lateral torque control system in an embodiment of the present application;

[0072] Figure 6 This is a schematic diagram of the hardware structure of the intelligent driving lateral torque control device involved in the embodiment of the present application. DETAILED DESCRIPTION

[0073] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0074] The flowcharts shown in the accompanying drawings are only examples and do not necessarily include all the contents and operations / steps, nor must they be executed in the order described. For example, some operations / steps may also be decomposed, combined or partially merged, so the actual execution order may change according to actual conditions.

[0075] First, the research and development process of the present invention is briefly described.

[0076] The requirements of the intelligent driving system for EPS include:

[0077] 1. During the intelligent driving request startup phase, EPS needs to respond quickly and have good follow-up performance; otherwise, the vehicle may run out of the curve.

[0078] 2. When the vehicle enters the lane, the vehicle status needs to be corrected. At this time, the EPS response should not be too fast; otherwise, the steering wheel will turn too fast during the return process.

[0079] 3. Under intelligent driving emergency steering conditions, EPS is required to have quick response characteristics to meet the steering requirements of the vehicle in emergency mode.

[0080] The above requirements are quantified into specific parameters below.

[0081] See also Figure 2 As shown in the figure, the horizontal axis is the response time and the vertical axis is the torque. After the EPS receives the lateral torque control request from the intelligent driving system, it needs a response time td, and then a torque reaction time td to reach the lateral torque. After that, the lateral torque will also produce torque fluctuations due to inertia, and the peak (i.e., the response overshoot) is To.

[0082] It can be seen that the requirements of the intelligent driving system for EPS can be converted into:

[0083] For requirements 1 and 3, shorten td and / or tc;

[0084] For requirement 2, which is also the overall requirement, To needs to be as small as possible.

[0085] On this basis, an embodiment of the present application provides an intelligent driving lateral torque control method, the steps of which include: after receiving a target torque request, responding to the target torque by superimposing vibration parameters on the target torque, when the target torque is positive, the vibration parameters are superimposed by addition, and when the target torque is negative, the vibration parameters are superimposed by subtraction.

[0086] The research and development principle of the above method is: Figure 3 As shown in the figure, when no torque request is received, the steering rack and rack pressure block of the car are in a static friction state. After receiving the intelligent driving torque request, due to the mechanical friction of the steering gear itself, the steering rack and rack pressure block will change from static friction to dynamic friction, which requires a larger torque, which will not only cause Figure 2The td and tc in the equation are too long (the greater the force, the longer the response time and reaction time), and it will produce an excessive response overshoot To (the greater the force, the greater the inertia).

[0087] When responding to a torque request, the present application will superimpose a vibration parameter fs while responding, so that the steering rack can vibrate quickly. In this way, the conversion from static friction to dynamic friction can be achieved between the steering rack and the rack pressure block without the need for excessive torque, thereby not only shortening the response time (td+tc) but also reducing the response overshoot To.

[0088] It can be seen that the present application improves the response characteristics of EPS through the above method.

[0089] In one embodiment, the process of responding to the target torque by superimposing the vibration parameter on the target torque in the above method includes: Figure 4 As shown, after the control torque is determined according to the target torque (the determination method is obtained according to the internal calculation logic of the EPS, which is a conventional method in the field), the vibration parameter is superimposed on the control torque to obtain the response torque.

[0090] Furthermore, the response torque T in the above method out The calculation formula is:

[0091] T out =T req ±fs;

[0092] Where fs represents the vibration parameter, fs is the friction vibration coefficient, which is generally 0.01~0.2Nm; T req represents the target torque, T req >0, formula T out =T req +fs;T req When <0, the formula T out =T req -fs.

[0093] The above solution improves the pre-response characteristics of EPS. On this basis, in the process of intelligent driving and vehicle control, the EPS response time does not need to be so fast in most cases. Because if the EPS responds too fast, it will cause excessive EPS overshoot and the steering wheel will have obvious swing.

[0094] To this end, in one embodiment, after receiving the target torque request, the above method further includes the following steps: determining the corresponding damping current according to the current vehicle speed and the steering wheel steering angle, the damping current is inversely proportional to the vehicle speed, and the damping current is directly proportional to the steering wheel steering angle.

[0095] The above design principles are:

[0096] When the vehicle speed is low, the damping current is relatively small. Because the vehicle's kinetic energy is small at this time, the steering wheel's rotation will not change the vehicle's driving state so drastically. If the steering wheel is turned slowly, the damping current will be maintained at a low stable value to ensure the smoothness of the steering operation without causing excessive steering resistance to the driver. As the steering wheel speed gradually increases, the damping current will increase moderately to provide a certain resistance feedback to prevent the vehicle from losing control due to too hasty steering.

[0097] When the vehicle speed is high, that is, when driving at high speed, fast steering wheel rotation may cause serious safety problems, so a larger damping current can give the driver more obvious steering resistance, reminding him to operate with caution. If the steering wheel turns quickly, the damping current will rise sharply, using strong resistance feedback to prevent possible dangerous steering actions. When the steering wheel turns slowly, the damping current will be smaller than the damping current at low vehicle speeds at the same steering speed, to ensure timely response at high speeds.

[0098] The damping current applied in this way can further reduce the response overshoot To, thereby ensuring the vehicle's control safety under different driving conditions.

[0099] Specifically, the damping current corresponding to different vehicle speed ranges and steering wheel steering angles includes:

[0100] Vehicle speed is between 30 and 60 km / h:

[0101] When the steering wheel angle is 0-10° / s, the damping current is 1.2-1.8A;

[0102] When the steering wheel steering angle is 10-20° / s, the damping current is 1.8-2.5A;

[0103] When the steering wheel steering angle is 20-30° / s, the damping current is 2.5-3.5A;

[0104] Vehicle speed is between 60 and 90 km / h:

[0105] When the steering wheel angle is 0-10° / s, the damping current is 0.8-1.2A;

[0106] When the steering wheel steering angle is 10-20° / s, the damping current is 1.2-1.8A;

[0107] When the steering wheel steering angle is 20-30° / s, the damping current is 1.8-2.5A;

[0108] Vehicle speed is greater than 90km / h:

[0109] When the steering wheel steering angle is 0-10° / s, the damping current is 0.5-0.8A;

[0110] When the steering wheel steering angle is 10-20° / s, the damping current is 0.8-1.2A;

[0111] When the steering wheel steering angle is 20-30° / s, the damping current is 1.2-1.8A.

[0112] On the basis of adding damping current, the torque control module of intelligent driving has the damping characteristics obtained by debugging. However, in actual use, different modules of intelligent driving have different requirements for the response characteristics of EPS; for example, when changing lanes and returning to the steering wheel, the steering wheel needs to not return too quickly and have some damping characteristics. In the emergency steering assist function, EPS needs to have a fast response, and the steering wheel needs to stabilize quickly after the fast response.

[0113] Therefore, under certain working conditions (specifically, only fast response and fast stabilization after response are required), the damping current needs to be appropriately reduced.

[0114] On this basis, in one embodiment, under emergency steering conditions, after obtaining the damping current, the method further includes the following steps: compensating the damping current by a compensation coefficient (i.e. multiplying the damping current obtained above by the compensation coefficient to obtain the final damping current), and the compensation coefficient is proportional to the vehicle speed.

[0115] Specifically, the compensation coefficients corresponding to different vehicle speed ranges are:

[0116] When the vehicle speed is within the range of 30-60 km / h, the compensation coefficient is 1.2-1.5;

[0117] When the vehicle speed is within the range of 60-90 km / h, the compensation coefficient is 1.5-2.0;

[0118] When the vehicle speed is within the range of 90-120 km / h, the compensation coefficient is 2.0-2.5;

[0119] When the vehicle speed is greater than 120km / h, the compensation coefficient is 2.5~3.0.

[0120] It can be seen that when the vehicle speed is between 0 and 30 km / h, the resistance current does not make additional compensation; as the vehicle speed increases, the compensation coefficient gradually increases. For example, when the vehicle speed reaches above 120 km / h, the resistance current will multiply the actual calculation result by a coefficient of 2.5 to 3.0 to enhance the steering resistance, thereby improving the stability and safety of the vehicle when driving at high speed. These coefficients can be adjusted according to the specific model of the vehicle, tire performance, steering system and other factors.

[0121] On the basis of the above, in one embodiment, the process of the method includes: superimposing the output assist torque (obtained through the existing EPS basic damping module) and the response torque to determine the corresponding current, subtracting the damping current from the current and sending it to the electric steering motor, passing through the reduction mechanism and the rack and pinion system, and finally driving the wheel to rotate.

[0122] In a second aspect, an embodiment of the present application also provides an intelligent driving lateral torque control system, which is used to implement the steps of the method mentioned in the first aspect.

[0123] For details, see Figure 5 As shown, the system specifically includes an EPS basic assist module, a damping compensation module, an EPS intelligent driving torque control module, a friction compensation module and a current calculation module.

[0124] The EPS basic power assist module is used to: calculate the output power assist torque based on the steering torque and vehicle speed;

[0125] The EPS intelligent driving torque control module is used to: calculate the control torque according to the target torque request issued by the intelligent driving system;

[0126] The friction compensation module is used to: obtain the response torque after superimposing the vibration parameters on the control torque; the response torque T out The calculation formula is:

[0127] T out =T req ±fs;

[0128] Where fs represents the vibration parameter, fs is the friction vibration coefficient, which is generally 0.01~0.2Nm; T req represents the target torque, T req >0, formula T out =T req +fs;T req When <0, the formula T out =T req -fs.

[0129] This improves the EPS's pre-response characteristics. On this basis, in most cases of intelligent driving and vehicle control, the EPS response time does not need to be so fast, because if the EPS responds too quickly, it will cause excessive EPS overshoot and the steering wheel will have obvious swing.

[0130] The damping compensation module includes the basic damping module and the damping control module:

[0131] The basic damping module is used to: determine the corresponding damping current according to the current vehicle speed and the steering angle of the steering wheel; specifically: determine the corresponding damping current according to the current vehicle speed and the steering angle of the steering wheel, the damping current is inversely proportional to the vehicle speed, and the damping current is directly proportional to the steering angle of the steering wheel.

[0132] The above design principles are:

[0133] When the vehicle speed is low, the damping current is relatively small. Because the vehicle's kinetic energy is small at this time, the steering wheel's rotation will not change the vehicle's driving state so drastically. If the steering wheel is turned slowly, the damping current will be maintained at a low stable value to ensure the smoothness of the steering operation without causing excessive steering resistance to the driver. As the steering wheel speed gradually increases, the damping current will increase moderately to provide a certain resistance feedback to prevent the vehicle from losing control due to too hasty steering.

[0134] When the vehicle speed is high, that is, when driving at high speed, fast steering wheel rotation may cause serious safety problems, so a larger damping current can give the driver more obvious steering resistance, reminding him to operate with caution. If the steering wheel turns quickly, the damping current will rise sharply, using strong resistance feedback to prevent possible dangerous steering actions. When the steering wheel turns slowly, the damping current will be smaller than the damping current at low vehicle speeds at the same steering speed, to ensure timely response at high speeds.

[0135] The damping current applied in this way can further reduce the response overshoot To, thereby ensuring the vehicle's control safety under different driving conditions.

[0136] Specifically, the damping current corresponding to different vehicle speed ranges and steering wheel steering angles includes:

[0137] Vehicle speed is between 30 and 60 km / h:

[0138] When the steering wheel angle is 0-10° / s, the damping current is 1.2-1.8A;

[0139] When the steering wheel steering angle is 10-20° / s, the damping current is 1.8-2.5A;

[0140] When the steering wheel steering angle is 20-30° / s, the damping current is 2.5-3.5A;

[0141] Vehicle speed is between 60 and 90 km / h:

[0142] When the steering wheel angle is 0-10° / s, the damping current is 0.8-1.2A;

[0143] When the steering wheel steering angle is 10-20° / s, the damping current is 1.2-1.8A;

[0144] When the steering wheel steering angle is 20-30° / s, the damping current is 1.8-2.5A;

[0145] Vehicle speed is greater than 90km / h:

[0146] When the steering wheel steering angle is 0-10° / s, the damping current is 0.5-0.8A;

[0147] When the steering wheel steering angle is 10-20° / s, the damping current is 0.8-1.2A;

[0148] When the steering wheel steering angle is 20-30° / s, the damping current is 1.2-1.8A.

[0149] The damping control module is used to: compensate the damping current through a compensation coefficient; the compensation coefficient is proportional to the vehicle speed.

[0150] Specifically, the compensation coefficients corresponding to different vehicle speed ranges are:

[0151] When the vehicle speed is within the range of 30-60 km / h, the compensation coefficient is 1.2-1.5;

[0152] When the vehicle speed is within the range of 60-90 km / h, the compensation coefficient is 1.5-2.0;

[0153] When the vehicle speed is within the range of 90-120 km / h, the compensation coefficient is 2.0-2.5;

[0154] When the vehicle speed is greater than 120km / h, the compensation coefficient is 2.5~3.0.

[0155] It can be seen that when the vehicle speed is between 0 and 30 km / h, the resistance current does not make additional compensation; as the vehicle speed increases, the compensation coefficient gradually increases. For example, when the vehicle speed reaches above 120 km / h, the resistance current will multiply the actual calculation result by a coefficient of 2.5 to 3.0 to enhance the steering resistance, thereby improving the stability and safety of the vehicle when driving at high speed. These coefficients can be adjusted according to the specific model of the vehicle, tire performance, steering system and other factors.

[0156] The current calculation module is used to determine the corresponding current by superimposing the output assist torque and the response torque, and then subtract the damping current from the current to send it to the electric steering motor, which passes through the reduction mechanism and the rack and pinion system and finally drives the wheels to rotate.

[0157] On the third aspect, an embodiment of the present application provides an intelligent driving lateral torque control device, which may be a personal computer (PC), a laptop computer, a server, or other device with data processing capabilities.

[0158] Reference Figure 6 , Figure 6 Schematic diagram of the hardware structure of the intelligent driving lateral torque control device involved in the embodiment of the present application. In the embodiment of the present application, the intelligent driving lateral torque control device may include a processor, a memory, a communication interface and a communication bus.

[0159] The communication bus may be of any type and is used to interconnect the processor, the memory, and the communication interface.

[0160] The communication interface includes an input / output (I / O) interface, a physical interface, and a logical interface, etc., which are used to interconnect the devices inside the intelligent driving lateral torque control device, and an interface for interconnecting the intelligent driving lateral torque control device with other devices (such as other computing devices or user devices). The physical interface can be an Ethernet interface, an optical fiber interface, an ATM interface, etc.; the user device can be a display, a keyboard, etc.

[0161] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0162] The processor may be a general-purpose processor, and the general-purpose processor may call the intelligent driving lateral torque control program stored in the memory and execute the intelligent driving lateral torque control method provided in the embodiment of the present application. For example, the general-purpose processor may be a central processing unit (CPU). The method executed when the intelligent driving lateral torque control program is called may refer to the various embodiments of the intelligent driving lateral torque control method of the present application, which will not be repeated here.

[0163] Those skilled in the art will understand that Figure 6 The hardware structure shown in the figure does not constitute a limitation on the present application, and may include more or less components than shown in the figure, or combine certain components, or arrange the components differently.

[0164] In a fourth aspect, an embodiment of the present application also provides a computer-readable storage medium.

[0165] The computer-readable storage medium of the present application stores an intelligent driving lateral torque control program, wherein when the intelligent driving lateral torque control program is executed by a processor, the steps of the intelligent driving lateral torque control method as described above are implemented.

[0166] Among them, the method implemented when the intelligent driving lateral torque control program is executed can refer to the various embodiments of the intelligent driving lateral torque control method of the present application, and will not be repeated here.

[0167] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are only for description and do not represent the advantages or disadvantages of the embodiments.

[0168] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, disk, CD) as described above, and includes a number of instructions for a terminal device to execute the methods described in each embodiment of the present application.

[0169] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit "first", "second" and "third" to different types.

[0170] In the description of the embodiments of the present application, "exemplary", "for example" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary", "for example" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary", "for example" or "for example" is intended to present related concepts in a specific way.

[0171] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; the “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0172] In some processes described in the embodiments of the present application, multiple operations or steps that appear in a specific order are included, but it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present application or in parallel, and the sequence number of the operation is only used to distinguish the different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed in sequence or in parallel, and these operations or steps may be combined.

[0173] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, disk, CD) as described above, and includes a number of instructions for a terminal device to execute the methods described in each embodiment of the present application.

[0174] The above are only specific implementations of the embodiments of the present invention, but the protection scope of the embodiments of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed in the embodiments of the present invention, and these modifications or replacements should be included in the protection scope of the embodiments of the present invention. Therefore, the protection scope of the embodiments of the present invention shall be based on the protection scope of the claims.

Claims

1. An intelligent driving lateral torque control method, characterized in that: The method comprises the following steps: after receiving a target torque request, superimposing a vibration parameter on the target torque to obtain a response torque; when the target torque is a positive number, superimposing the vibration parameter is performed by adding the target torque to the vibration parameter, and when the target torque is a negative number, superimposing the vibration parameter is performed by subtracting the target torque from the vibration parameter; the response torque is used to determine the current of the control motor.

2. The intelligent driving lateral torque control method according to claim 1, characterized in that: The response torque T out The calculation formula is: T out =T req ±fs; Where fs represents the vibration parameter, fs is 0.01~0.2Nm; T req represents the target torque, T req >0, T out =T req +fs;T req When <0, T out =T req -fs.

3. The intelligent driving lateral torque control method according to claim 1, characterized in that: After receiving the target torque request, the method further includes the following steps: determining a corresponding damping current according to the current vehicle speed and the steering angle of the steering wheel, wherein the damping current is inversely proportional to the vehicle speed and directly proportional to the steering angle of the steering wheel.

4. The intelligent driving lateral torque control method according to claim 3, characterized in that: The damping current corresponding to different vehicle speed ranges and steering wheel steering angles specifically includes: Vehicle speed is between 30 and 60 km / h: When the steering wheel angle is 0-10° / s, the damping current is 1.2-1.8A; When the steering wheel steering angle is 10-20° / s, the damping current is 1.8-2.5A; When the steering wheel steering angle is 20-30° / s, the damping current is 2.5-3.5A; Vehicle speed is between 60 and 90 km / h: When the steering wheel angle is 0-10° / s, the damping current is 0.8-1.2A; When the steering wheel steering angle is 10-20° / s, the damping current is 1.2-1.8A; When the steering wheel steering angle is 20-30° / s, the damping current is 1.8-2.5A; Vehicle speed is greater than 90km / h: When the steering wheel steering angle is 0-10° / s, the damping current is 0.5-0.8A; When the steering wheel steering angle is 10-20° / s, the damping current is 0.8-1.2A; When the steering wheel steering angle is 20-30° / s, the damping current is 1.2-1.8A.

5. The intelligent driving lateral torque control method according to claim 3, characterized in that: After the damping current is determined, the method further includes the following steps: compensating the damping current by using a compensation coefficient.

6. The intelligent driving lateral torque control method according to claim 5, characterized in that: The compensation coefficients corresponding to different vehicle speed ranges include: When the vehicle speed is within the range of 30-60 km / h, the compensation coefficient is 1.2-1.5; When the vehicle speed is within the range of 60-90 km / h, the compensation coefficient is 1.5-2.0; When the vehicle speed is within the range of 90-120 km / h, the compensation coefficient is 2.0-2.5; When the vehicle speed is greater than 120km / h, the compensation coefficient is 2.5~3.

0.

7. The intelligent driving lateral torque control method according to claim 5, characterized in that: The process of the method includes: superimposing the output assist torque and the response torque to determine the corresponding current, and subtracting the damping current from the current to send it to the electric steering gear motor.

8. An intelligent driving lateral torque control system, characterized in that: The system is used to implement the steps of the method described in any one of claims 1 to 7.

9. The intelligent driving lateral torque control system according to claim 8, characterized in that: The system specifically includes a damping compensation module and a friction compensation module; The friction compensation module is used to: execute the process of superimposing the vibration parameter on the target torque to obtain the response torque; The damping compensation module includes the basic damping module and the damping control module: The basic damping module is used to: execute the process of determining the corresponding damping current according to the current vehicle speed and the steering angle of the steering wheel; The damping control module is used to: execute the process of compensating the damping current through the compensation coefficient.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores an intelligent driving lateral torque control program, wherein when the intelligent driving lateral torque control program is executed, the steps of the intelligent driving lateral torque control method according to any one of claims 1 to 7 are implemented.

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