Intelligent driving lateral torque control method, system and storage medium

Abstract

The present invention discloses an intelligent driving lateral torque control method, system and storage medium, which relate to the field of torque adjustment. The steps of the method include: after receiving a target torque request, superimposing a vibration parameter on the target torque to obtain a response torque; when the target torque is positive, the vibration parameter is superimposed by adding the target torque and the vibration parameter, and when the target torque is negative, the vibration parameter is superimposed by subtracting the target torque and the vibration parameter; the response torque is used to determine the current of the control motor. When responding to a torque request, the present application will superimpose a vibration parameter at the same time as the response, thereby allowing the steering rack to 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 the need for excessive torque, thereby not only shortening the response time, but also reducing the response overshoot and improving the response characteristics of the EPS.

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] Currently, intelligent driving functions are widely used in passenger cars, and most of their use occurs at high speeds. When a torque control strategy is used for lateral control, the intelligent driving system places high demands on the response characteristics of the EPS (Electric Power Steering).

[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 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 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] Currently, in terms of lateral control in 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 with publication number CN116279417A, "A Method and Device for Lateral Control Based on Intelligent Driving," discloses a method and device for lateral control 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 proportional-differential PD controller for calculation, thereby obtaining the first desired steering wheel angle of the target vehicle. This method fully considers the characteristics of the wire-controlled steering system, reduces the error in 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 in 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 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 a method for controlling lateral torque in intelligent driving, 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; 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 embodiment, 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 embodiment, 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 conjunction with the first aspect, in one embodiment, 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 angle is 10-20° / s, the damping current is 1.8-2.5A;

[0019] When the steering wheel 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 angle is 10-20° / s, the damping current is 1.2-1.8A;

[0023] When the steering wheel 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 angle is 0-10° / s, the damping current is 0.5-0.8A;

[0026] When the steering wheel 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 embodiment, after the damping current is determined, the following step is further included: compensating the damping current by using a compensation coefficient.

[0029] In conjunction with the first aspect, in one embodiment, 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, subtracting the damping current from the current, and sending it to the electric steering motor.

[0035] In a second aspect, embodiments of the present application provide an intelligent driving lateral torque control system for implementing 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 <0, 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 based on the current vehicle speed and steering wheel angle. Specifically, the damping current is inversely proportional to the vehicle speed and directly proportional to the steering wheel angle.

[0043] Specifically, the damping current corresponding to different vehicle speed ranges and steering wheel 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 angle is 10-20° / s, the damping current is 1.8-2.5A;

[0047] When the steering wheel 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 angle is 10-20° / s, the damping current is 1.2-1.8A;

[0051] When the steering wheel 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 angle is 0-10° / s, the damping current is 0.5-0.8A;

[0054] When the steering wheel 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 to ultimately drive 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, this application superimposes a vibration parameter, which allows the steering rack to vibrate rapidly. This allows the transition from static friction to dynamic friction between the steering rack and the rack pressure block to be achieved without requiring excessive torque, thereby shortening the response time and reducing the response overshoot To. Therefore, this application can improve the response characteristics of EPS through the above method. 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 showing 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 the 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] To make the purpose, technical solutions, and advantages of the embodiments of this application more clear, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the drawings in the embodiments of this application. Obviously, the described embodiments are part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0074] The flowcharts shown in the accompanying drawings are for illustrative purposes only and do not necessarily include all contents and operations / steps, nor must they be executed in the order described. For example, some operations / steps may be decomposed, combined, or partially merged, so the actual execution order may vary depending on the actual situation.

[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 followability; otherwise, there is a risk of the vehicle running out of the curve.

[0078] 2. After the vehicle enters the lane, the vehicle state needs to be corrected. At this time, the EPS response must not be too fast; otherwise, the steering wheel will be turned too quickly during the return process.

[0079] 3. Under intelligent driving emergency steering conditions, EPS is required to have fast 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 response time, and the vertical axis is torque. After the EPS receives the lateral torque control request from the intelligent driving system, it requires a response time of td, and then a torque reaction time of td to reach the lateral torque. After that, due to inertia, the lateral torque will also cause torque fluctuations. The peak value (i.e., the response overshoot) is To.

[0082] From this, we can see 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; 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 lead to Figure 2The td and tc in the equation are too long (the response time and reaction time will be longer when the force is large), and an excessive response overshoot To will be produced (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, formula T out =T req -fs.

[0093] The above solution improves the EPS's pre-response characteristics. 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 quickly, it will cause the EPS overshoot to be too large 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 based on 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] At low vehicle speeds, the damping current is relatively low. This is because the vehicle's kinetic energy is low, and steering wheel movements do not significantly alter the vehicle's driving state. If the steering wheel is turned slowly, the damping current remains at a low, stable value to ensure smooth steering without excessive steering resistance for the driver. As the steering wheel speed increases, the damping current increases moderately to provide resistance feedback, preventing abrupt steering movements that could lead to loss of control.

[0097] At high speeds, such as highway driving, rapid steering wheel movements can pose serious safety risks. Therefore, a higher damping current provides the driver with more noticeable steering resistance, prompting caution. If the steering wheel turns quickly, the damping current rises sharply, providing strong resistance feedback to prevent potentially dangerous steering maneuvers. Meanwhile, when the steering wheel turns slowly, the damping current decreases compared to the same steering speed at lower speeds, ensuring a 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 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 angle is 10-20° / s, the damping current is 1.8-2.5A;

[0103] When the steering wheel 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 angle is 10-20° / s, the damping current is 1.2-1.8A;

[0107] When the steering wheel 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 angle is 0-10° / s, the damping current is 0.5-0.8A;

[0110] When the steering wheel 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] With the addition of damping current, the torque control modules for intelligent driving all feature tuned damping characteristics. However, in actual use, different intelligent driving modules have varying requirements for EPS response characteristics. For example, when changing lanes and returning to the steering wheel, the steering wheel needs to be slow to respond and have some damping characteristics. Emergency steering assist, on the other hand, requires the EPS to respond quickly, and the steering wheel needs to stabilize quickly after the quick response.

[0113] Therefore, under certain working conditions (specifically, working conditions that only require a fast response and rapid stabilization after the response), 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] As can be seen, when the vehicle speed is between 0 and 30 km / h, no additional resistance current compensation is applied; as the vehicle speed increases, the compensation coefficient gradually increases. For example, when the vehicle speed reaches 120 km / h or above, the resistance current is multiplied by a coefficient of 2.5 to 3.0 based on the actual calculation result to increase steering resistance, thereby improving the vehicle's stability and safety at high speeds. These coefficients can be adjusted based on factors such as the specific vehicle model, tire performance, and steering system.

[0121] Based on 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 deceleration mechanism and the gear rack system, and finally driving the wheel to rotate.

[0122] In a second aspect, an embodiment of the present application further 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 power 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, formula T out =T req -fs.

[0129] This improves the EPS's pre-response characteristics. 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 quickly, it will cause the EPS overshoot to be too large 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 based on the current vehicle speed and steering wheel angle. Specifically, the damping current is inversely proportional to the vehicle speed and directly proportional to the steering wheel angle.

[0132] The above design principles are:

[0133] At low vehicle speeds, the damping current is relatively low. This is because the vehicle's kinetic energy is low, and steering wheel movements do not significantly alter the vehicle's driving state. If the steering wheel is turned slowly, the damping current remains at a low, stable value to ensure smooth steering without excessive steering resistance for the driver. As the steering wheel speed increases, the damping current increases moderately to provide resistance feedback, preventing abrupt steering movements that could lead to loss of control.

[0134] At high speeds, such as highway driving, rapid steering wheel movements can pose serious safety risks. Therefore, a higher damping current provides the driver with more noticeable steering resistance, prompting caution. If the steering wheel turns quickly, the damping current rises sharply, providing strong resistance feedback to prevent potentially dangerous steering maneuvers. Meanwhile, when the steering wheel turns slowly, the damping current decreases compared to the same steering speed at lower speeds, ensuring a 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 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 angle is 10-20° / s, the damping current is 1.8-2.5A;

[0140] When the steering wheel 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 angle is 10-20° / s, the damping current is 1.2-1.8A;

[0144] When the steering wheel 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 angle is 0-10° / s, the damping current is 0.5-0.8A;

[0147] When the steering wheel 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] As can be seen, when the vehicle speed is between 0 and 30 km / h, no additional resistance current compensation is applied; as the vehicle speed increases, the compensation coefficient gradually increases. For example, when the vehicle speed reaches 120 km / h or above, the resistance current is multiplied by a coefficient of 2.5 to 3.0 based on the actual calculation result to increase steering resistance, thereby improving the vehicle's stability and safety at high speeds. These coefficients can be adjusted based on factors such as the specific vehicle model, tire performance, and steering system.

[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 to ultimately drive the wheels to rotate.

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

[0158] Reference Figure 6 , Figure 6 FIG2 is a 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, memory, and communication interface.

[0160] Communication interfaces include input / output (I / O) interfaces, physical interfaces, and logical interfaces, used to interconnect components within the intelligent driving lateral torque control device, as well as interfaces used to interconnect the intelligent driving lateral torque control device with other devices (such as other computing devices or user devices). Physical interfaces can include Ethernet, fiber optic, and ATM interfaces; user devices can include displays and keyboards.

[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 that can call an intelligent driving lateral torque control program stored in a memory and execute the intelligent driving lateral torque control method provided in the embodiments 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 can be referenced to the various embodiments of the intelligent driving lateral torque control method of the present application and will not be further described here.

[0163] Those skilled in the art will understand that Figure 6 The hardware structure shown in the figure does not constitute a limitation to the present application and may include more or fewer components than shown in the figure, or a combination of certain components, or a different arrangement of components.

[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 this 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 for description only 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 the necessary general hardware platform, of course, it can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present application, 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, magnetic disk, optical disk) as described above, and includes a number of instructions for enabling 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 the "first", "second" and "third" to different types.

[0170] In the description of the embodiments of this application, the words "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 this application should not be construed as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary," "for example," or "for example" is intended to present the relevant concepts in a concrete manner.

[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; “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 are included that appear in a specific order. However, it should be understood that these operations or steps may not be performed in the order in which they appear in the embodiments of the present application or may be performed in parallel. The sequence numbers of the operations are only used to distinguish between different operations, and the sequence numbers themselves do not represent any order of execution. In addition, these processes may include more or fewer operations, and these operations or steps may be performed 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 the necessary general hardware platform, of course, it can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present application, 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, magnetic disk, optical disk) as described above, and includes a number of instructions for enabling 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 scope of protection of the embodiments of the present invention is not limited to them. Any person skilled in the art can easily conceive of various equivalent modifications or replacements within the technical scope disclosed in the embodiments of the present invention, and such modifications or replacements should be included in the scope of protection of the embodiments of the present invention. Therefore, the scope of protection of the embodiments of the present invention should be based on the scope of protection 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 positive, superimposing the vibration parameter by adding the target torque and the vibration parameter; when the target torque is negative, superimposing the vibration parameter by subtracting the target torque and the vibration parameter; the response torque is used to determine the current of the control motor; The response torque The calculation formula is: ； Where fs represents the vibration parameter used to make the steering rack vibrate rapidly, and fs is 0.01~0.2Nm; represents the target torque, >0, ; <0, .

2. 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.

3. The intelligent driving lateral torque control method according to claim 2, characterized in that: The damping current corresponding to different vehicle speed ranges and steering wheel 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 angle is 10~20° / s, the damping current is 1.8~2.5A; When the steering wheel 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 angle is 10~20° / s, the damping current is 1.2~1.8A; When the steering wheel angle is 20~30° / s, the damping current is 1.8~2.5A; Vehicle speed is greater than 90km / h: When the steering wheel angle is 0~10° / s, the damping current is 0.5~0.8A; When the steering wheel angle is 10~20° / s, the damping current is 0.8~1.2A; When the steering wheel angle is 20~30° / s, the damping current is 1.2~1.8A.

4. The intelligent driving lateral torque control method according to claim 2, 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.

5. The intelligent driving lateral torque control method according to claim 4, characterized in that: The compensation coefficients corresponding to different vehicle speed ranges include: When the vehicle speed is within the range of 30~60km / h, the compensation coefficient is 1.2~1.5; When the vehicle speed is within the range of 60~90km / h, the compensation coefficient is 1.5~2.0; When the vehicle speed is within the range of 90~120km / 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.

6. The intelligent driving lateral torque control method according to claim 4, characterized in that: The process of the method includes: superimposing the output assist torque and the response torque to determine the corresponding current, subtracting the damping current from the current, and sending the current to the electric steering motor.

7. An intelligent driving lateral torque control system, characterized by: The system is used to implement the steps of the method according to any one of claims 1 to 6.

8. The intelligent driving lateral torque control system according to claim 7, 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: perform the process of determining the corresponding damping current according to the current vehicle speed and steering wheel steering angle as described in any one of claims 2 to 6; The damping control module is used to: execute the process of compensating the damping current by using the compensation coefficient as described in any one of claims 4 to 6.

9. 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 6 are implemented.

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