A control method and device for suppressing abnormal steering impact in a steering system

Abstract

This invention provides a control method and device for suppressing abnormal steering impact in a steering system, solving the problem that existing technologies cannot achieve the expected effect of steering impact suppression. It collects and calculates relevant parameter values ​​through multiple sensors, determines whether the vehicle has been impacted and the type of impact based on these parameter values, and finally applies a compensating force to suppress the steering impact. This mitigates the impact of the impact on the vehicle's steering system, thereby reducing the risk of driver injury from steering wheel kickback and improving vehicle safety.

Description

Technical Field

[0001] This invention relates to the field of vehicle steering technology, and in particular to a control method and device for suppressing abnormal steering impact in a steering system. Background Technology

[0002] With the rapid development of vehicle technology, the automotive steering system has also undergone tremendous changes. For example, the electric power steering system evolved from the traditional mechanical steering system. It mainly uses the power steering motor to output torque to help the driver to perform steering operations and provide assistance to the driver. It can provide the best assistance under various working conditions. However, once the vehicle's steering system, including the tires, is subjected to impacts caused by the external environment, the steering wheel may kick back, which will affect the driving experience and even threaten the driver's safety.

[0003] When a car is traveling at a certain speed and an impact event occurs due to external environmental factors such as a collision or a stuck curb, if the impact force is in the same direction as the power steering and hand force, the steering wheel may kick in the forward direction. If the impact force is in the opposite direction to the power steering and hand force, the steering wheel will kick in the opposite direction. This is accompanied by the driver's panic. If no measures are taken, the consequences could be disastrous.

[0004] Existing technologies for mitigating steering wheel kickback are generally used for uneven road surfaces, addressing the issue by improving the mechanical structure of components in the steering system. However, real-world driving conditions are far more complex, and simply improving the mechanical structure is clearly insufficient. A multi-faceted approach is needed to achieve the desired results. Summary of the Invention

[0005] This invention provides a control method and apparatus for suppressing abnormal steering impact in a steering system, in order to solve the problem that the existing technology cannot achieve the expected effect of steering impact suppression.

[0006] In a first aspect, the present invention provides a control method for suppressing abnormal steering impact in a steering system, specifically including the following steps:

[0007] Step S1: Collect the vehicle's steering wheel angle, motor position, motor direction, steering wheel input shaft torque, wheel speed, rack position, and motor axle drive power supply voltage;

[0008] Step S2: Based on the steering wheel angle, motor position, steering wheel input shaft torque, wheel speed, and rack position, calculate the vehicle speed, wheel speed change rate, rack speed, and steering wheel angular velocity. Based on the rack speed, steering wheel angular velocity, and the power supply voltage of the motor axle drive, calculate the vehicle rack speed change rate, steering wheel angular velocity change rate, and motor axle drive power supply voltage change rate. Based on the steering wheel angular velocity, vehicle speed, and steering wheel input shaft torque, calculate the steering wheel assist torque.

[0009] Step S3: Determine whether the vehicle has been impacted based on the vehicle's speed, the steering wheel input shaft torque, the steering wheel power assist torque, the power supply voltage of the motor axle drive, the wheel speed change rate, and the rack speed change rate.

[0010] Step S4: When the vehicle is impacted, the assist torque Ta that the motor should output is calculated based on the vehicle's speed, the steering wheel angular velocity, the motor position, the motor steering signal, the steering wheel input shaft torque, the steering wheel assist torque, the rack speed change rate, and the type of impact on the vehicle. The torque output by the motor is then controlled by a control algorithm.

[0011] In step S1, the steering wheel angle sensor collects the steering wheel angle; the motor position sensor collects the motor position; the motor steering sensor collects the motor steering; the torque sensor collects the steering wheel input shaft torque; the wheel speed sensor collects the wheel speed; the rack position sensor collects the rack position; and the voltage sensor collects the power supply voltage of the motor axle drive.

[0012] Preferably, when there is no rack position sensor, the transmission ratio between the steering wheel angle and the rack position is obtained based on the structural parameters of the steering system (in this application, the "steering system" refers to a series of mechanical and electronic components used to control the direction of vehicle travel) (in this application, the "structural parameters of the steering system" refers to a series of parameters that define and describe the geometry and physical characteristics of the vehicle steering system), and thus the rack position is obtained.

[0013] In this application, "steering wheel assist torque" refers to the additional torque provided by the electric motor-assisted steering system in the vehicle's steering system to reduce the force required to turn the steering wheel.

[0014] Preferably, in step S2, the current speed of the vehicle is calculated using a parameter estimation method.

[0015] More preferably, the parameter estimation method includes, but is not limited to, one or more of the following: least squares, extended Kalman filtering, unscented Kalman filtering, particle filtering, and adaptive filtering.

[0016] Preferably, in step S3, the vehicle is impacted when the vehicle speed is within a preset speed threshold range, the rack speed change rate exceeds a preset rack speed change rate threshold, the steering wheel assist torque and the steering wheel input shaft torque undergo a sudden change (i.e., the torque change rate exceeds a preset torque change rate threshold), and the power supply voltage of the motor axle drive increases instantaneously (i.e., the change rate of the power supply voltage of the motor axle drive increases beyond a preset threshold). Conversely, the vehicle is not impacted if the following conditions are not met.

[0017] Preferably, in step S4, the types of impacts experienced by the vehicle include forward impacts and reverse impacts; wherein, when the vehicle speed is within a preset threshold range A, the rack speed change rate exceeds a preset threshold B and the direction of the rack speed change rate is opposite to the rack speed direction, the rate of change of the steering wheel input shaft torque Tb collected by the torque sensor exceeds a preset threshold C (in this application, the preset threshold C is a variable whose value changes according to the change of vehicle speed), and the rate of change of the power supply voltage of the motor axle drive exceeds a threshold D, then the type of impact experienced by the vehicle is a reverse impact; conversely, when the rack speed change rate exceeds the preset threshold B and the direction of the rack speed change rate is the same as the rack speed direction, the type of impact experienced by the vehicle is a forward impact.

[0018] Preferably, in step S4, when the vehicle is subjected to a positive impact, the direction of the torque Ta output by the required compensation motor is opposite to the direction of the initial assist; conversely, the direction of the torque Ta output by the required compensation motor is the same as the direction of the initial assist. The initial assist direction refers to the force applied by the vehicle's steering system to assist in steering when the vehicle is not subjected to an impact.

[0019] Preferably, in step S4, the control algorithm includes one or more of a feedforward control algorithm and a PID control algorithm.

[0020] Secondly, the present invention also provides a control device for suppressing abnormal steering impact in a steering system, specifically comprising the following modules:

[0021] The data acquisition module is used to collect data on the vehicle's steering wheel angle, motor position, motor direction, steering wheel input shaft torque, wheel speed, rack position, and power supply voltage of the motor axle drive.

[0022] The calculation module is used to calculate the vehicle speed, wheel speed change rate, rack speed, and steering wheel angular velocity based on the steering wheel angle, motor position, steering wheel input shaft torque, wheel speed, and rack position; to calculate the vehicle rack speed change rate, steering wheel angular velocity change rate, and motor axle drive power supply voltage change rate based on the rack speed, steering wheel angular velocity, and motor axle drive power supply voltage change rate; and to calculate the steering wheel assist torque based on the steering wheel angular velocity, vehicle speed, and steering wheel input shaft torque.

[0023] The impact judgment module is used to determine whether the vehicle has been impacted based on the vehicle's speed, the steering wheel input shaft torque, the steering wheel assist torque, the power supply voltage of the motor axle drive, the wheel speed change rate, and the rack speed change rate.

[0024] The impact suppression module is used to calculate the required motor output torque Ta when the vehicle is subjected to an impact, based on the vehicle's speed, the steering wheel angular velocity, the motor position, the motor steering signal, the steering wheel input shaft torque, the steering wheel assist torque, the rack speed change rate, and the type of impact the vehicle is subjected to, and to control the torque output by the motor through a control algorithm.

[0025] In the data acquisition module, the steering wheel angle sensor acquires the steering wheel angle; the motor position sensor acquires the motor position; the motor steering sensor acquires the motor steering; the torque sensor acquires the steering wheel input shaft torque; the wheel speed sensor acquires the wheel speed; the rack position sensor acquires the rack position; and the voltage sensor acquires the power supply voltage of the motor axle drive.

[0026] Preferably, when there is no rack position sensor, the transmission ratio between the steering wheel angle and the rack position is obtained based on the structural parameters of the steering system, and then the rack position is obtained.

[0027] Preferably, in the calculation module, the current speed of the vehicle is calculated using a parameter estimation method.

[0028] More preferably, the parameter estimation method includes, but is not limited to, one or more of the following: least squares, extended Kalman filtering, unscented Kalman filtering, particle filtering, and adaptive filtering.

[0029] Preferably, in the impact judgment module, the vehicle is impacted when the vehicle speed is within a preset speed threshold range, the rack speed change rate exceeds a preset rack speed change rate threshold, the steering wheel assist torque and the steering wheel input shaft torque undergo a sudden change (i.e., the torque change rate exceeds a preset torque change rate threshold), and the power supply voltage of the motor axle drive increases instantaneously (i.e., the power supply voltage change rate of the motor axle drive increases beyond a preset threshold). Conversely, the vehicle is not impacted if the following conditions are not met.

[0030] Preferably, in the impact suppression module, the types of impacts the vehicle experiences include forward impacts and reverse impacts; wherein, when the vehicle speed is within a preset threshold range A, the rack speed change rate exceeds a preset threshold B and the direction of the rack speed change rate is opposite to the rack speed direction, the steering wheel input shaft torque Tb collected by the torque sensor exceeds a preset threshold C, and the power supply voltage change rate of the motor axle drive exceeds a threshold D, then the type of impact the vehicle experiences is a reverse impact; conversely, when the rack speed change rate exceeds a preset threshold B and the direction of the rack speed change rate is the same as the rack speed direction, the type of impact the vehicle experiences is a forward impact.

[0031] Preferably, in the impact suppression module, when the vehicle is subjected to a positive impact, the direction of the torque Ta output by the required compensation motor is opposite to the direction of the initial assist; conversely, the direction of the torque Ta output by the required compensation motor is the same as the direction of the initial assist. The initial assist direction refers to the force applied by the vehicle's steering system to assist in steering when the vehicle is not subjected to an impact.

[0032] Preferably, in the impact suppression module, the control algorithm includes one or more of a feedforward control algorithm and a PID control algorithm.

[0033] Thirdly, the present invention also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements a control method for suppressing abnormal steering impact in a steering system as described in any of the first aspects of this application.

[0034] Fourthly, the present invention also provides an electronic device, the electronic device comprising: a memory storing a computer program; and a processor communicatively connected to the memory, wherein when the computer program is invoked, the processor executes a control method for suppressing abnormal steering impact of a steering system as described in any one of the first aspects of the present application.

[0035] Compared with the prior art, the present invention has the following obvious and prominent substantive features and significant advantages:

[0036] This invention provides a control method and device for suppressing abnormal steering impact in a steering system, solving the problem that existing technologies cannot achieve the expected steering impact suppression effect. It collects and calculates relevant parameter values ​​through multiple sensors, determines whether the vehicle has been impacted and the type of impact based on these parameter values, and finally applies a compensating force to suppress the steering impact. This mitigates the impact of the impact force on the steering system, including the tires, thereby reducing the risk of steering wheel slippage to the driver and improving vehicle safety. Attached Figure Description

[0037] The accompanying drawings, which constitute a part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0038] Figure 1 This is a flowchart of a control method for suppressing abnormal steering impact in a steering system according to a preferred embodiment of the present invention.

[0039] Figure 2 This is a schematic diagram of a control device for suppressing abnormal steering impact in a steering system according to a preferred embodiment of the present invention. Detailed Implementation

[0040] This invention provides a control method and apparatus for suppressing abnormal steering impact in a steering system. To make the objectives, technical solutions, and effects of this invention clearer and more explicit, the invention will be further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are only for explaining the invention and are not intended to limit the invention.

[0041] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be used interchangeably where appropriate. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to these processes, methods, products, or apparatuses.

[0042] Example 1:

[0043] like Figure 1 As shown in this embodiment, a control method for suppressing abnormal steering impact in a steering system specifically includes the following steps:

[0044] Step S1: Collect the vehicle's steering wheel angle, motor position, motor steering, steering wheel input shaft torque, wheel speed, rack position, and motor axle drive power supply voltage; wherein, the steering wheel angle sensor collects the steering wheel angle; the motor position sensor collects the motor position; the motor steering sensor collects the motor steering; the torque sensor collects the steering wheel input shaft torque; the wheel speed sensor collects the wheel speed; the rack position sensor collects the rack position; and the voltage sensor collects the motor axle drive power supply voltage.

[0045] Optionally, when there is no rack position sensor, the transmission ratio between the steering wheel angle and the rack position is obtained based on the structural parameters of the steering system, and then the rack position is obtained.

[0046] Step S2: Based on the steering wheel angle, motor position, steering wheel input shaft torque, wheel speed, and rack position, calculate the vehicle speed, wheel speed change rate, rack speed, and steering wheel angular velocity. Based on the rack speed, steering wheel angular velocity, and the power supply voltage of the motor axle drive, calculate the vehicle's rack speed change rate, steering wheel angular velocity change rate, and motor axle drive power supply voltage change rate. Based on the steering wheel angular velocity, vehicle speed, and steering wheel input shaft torque, calculate the steering wheel assist torque. The current vehicle speed is calculated using a parameter estimation method. Optionally, the parameter estimation method includes, but is not limited to, one or more of the following: least squares method, extended Kalman filter, unscented Kalman filter, particle filter, and adaptive filter. In this embodiment, the least squares method is used for parameter estimation.

[0047] Step S3: Determine whether the vehicle has been impacted based on the vehicle's speed, the steering wheel input shaft torque, the steering wheel assist torque, the power supply voltage of the motor axle drive, the wheel speed change rate, and the rack speed change rate.

[0048] Specifically, the vehicle is impacted when the vehicle speed is within a preset speed threshold range, the rack speed change rate exceeds a preset rack speed change rate threshold, the steering wheel assist torque and the steering wheel input shaft torque undergo a sudden change (i.e., the torque change rate exceeds a preset torque change rate threshold), and the power supply voltage of the motor axle drive increases instantaneously (i.e., the power supply voltage change rate of the motor axle drive increases beyond a preset threshold). Conversely, the vehicle is not impacted when these conditions are not met.

[0049] Step S4: When the vehicle is impacted, the assist torque Ta that the motor should output is calculated based on the vehicle's speed, the steering wheel angular velocity, the motor position, the motor steering signal, the steering wheel input shaft torque, the steering wheel assist torque, the rack speed change rate, and the type of impact on the vehicle. The torque output by the motor is then controlled by a control algorithm.

[0050] The impacts experienced by the vehicle include positive impacts and negative impacts. Specifically, if the vehicle speed is within a preset threshold range A, the rack speed change rate exceeds a preset threshold B and the direction of the rack speed change rate is opposite to the rack speed direction, the rate of change of the steering wheel input shaft torque Tb collected by the torque sensor exceeds a preset threshold C, and the rate of change of the power supply voltage of the motor axle drive exceeds a threshold D, then the impact is a negative impact. Conversely, if the rack speed change rate exceeds the preset threshold B and the direction of the rack speed change rate is the same as the rack speed direction, the impact is a positive impact. When the vehicle experiences a positive impact, the direction of the torque Ta output by the required compensation motor is opposite to the initial assist direction; conversely, the direction of the torque Ta output by the required compensation motor is the same as the initial assist direction. The initial assist direction represents the force applied by the vehicle's steering system to assist in steering when the vehicle is not impacted. The control algorithm includes one or more of feedforward control algorithms and PID control algorithms. In this embodiment, the magnitude of the required compensation motor output torque Ta is related to factors such as the strength of the impact, the duration of the impact, and the rate of impact decay. After calculating the required compensation motor output torque Ta, the motor output torque is controlled by a PID control algorithm, thereby changing the motor output power to generate a force that suppresses the impact.

[0051] Example 2:

[0052] like Figure 2 As shown in the figure, the control device for suppressing abnormal steering impact in a steering system according to this embodiment specifically includes the following modules:

[0053] The data acquisition module is used to collect data on the vehicle's steering wheel angle, motor position, motor steering, steering wheel input shaft torque, wheel speed, rack position, and the power supply voltage of the motor axle drive. Specifically, the steering wheel angle sensor collects the steering wheel angle; the motor position sensor collects the motor position; the motor steering sensor collects the motor steering; the torque sensor collects the steering wheel input shaft torque; the wheel speed sensor collects the wheel speed; the rack position sensor collects the rack position; and the voltage sensor collects the power supply voltage of the motor axle drive.

[0054] Optionally, when there is no rack position sensor, the transmission ratio between the steering wheel angle and the rack position is obtained based on the structural parameters of the steering system, and then the rack position is obtained.

[0055] The calculation module is used to calculate the vehicle's speed, wheel speed change rate, rack speed, and steering wheel angular velocity based on the steering wheel angle, motor position, steering wheel input shaft torque, wheel speed, and rack position. It also calculates the vehicle's rack speed change rate, steering wheel angular velocity change rate, and motor axle drive power supply voltage change rate based on the rack speed, steering wheel angular velocity, and motor axle drive power supply voltage. Finally, it calculates the steering wheel assist torque based on the steering wheel angular velocity, vehicle speed, and steering wheel input shaft torque. The current vehicle speed is calculated using parameter estimation methods. Optionally, the parameter estimation methods include, but are not limited to, one or more of least squares, extended Kalman filtering, unscented Kalman filtering, particle filtering, and adaptive filtering.

[0056] The impact judgment module is used to determine whether the vehicle has been impacted based on the vehicle's speed, the steering wheel input shaft torque, the steering wheel assist torque, the power supply voltage of the motor axle drive, the wheel speed change rate, and the rack speed change rate.

[0057] Specifically, the vehicle is impacted when the vehicle speed is within a preset speed threshold range, the rack speed change rate exceeds a preset rack speed change rate threshold, the steering wheel assist torque and the steering wheel input shaft torque undergo a sudden change (i.e., the torque change rate exceeds a preset torque change rate threshold), and the power supply voltage of the motor axle drive increases instantaneously (i.e., the power supply voltage change rate of the motor axle drive increases beyond a preset threshold). Conversely, the vehicle is not impacted when these conditions are not met.

[0058] The impact suppression module is used to calculate the required motor output torque Ta when the vehicle is subjected to an impact, based on the vehicle's speed, the steering wheel angular velocity, the motor position, the motor steering signal, the steering wheel input shaft torque, the steering wheel assist torque, the rack speed change rate, and the type of impact the vehicle is subjected to, and to control the torque output by the motor through a control algorithm.

[0059] The types of impacts experienced by the vehicle include forward impacts and reverse impacts. Specifically, if the vehicle speed is within a preset threshold range A, the rate of change of the rack speed exceeds a preset threshold B and the direction of the rate of change of the rack speed is opposite to the direction of the rack speed, the rate of change of the steering wheel input shaft torque Tb collected by the torque sensor exceeds a preset threshold C, and the rate of change of the power supply voltage of the motor axle drive exceeds a threshold D, then the type of impact experienced by the vehicle is a reverse impact. Conversely, if the rate of change of the rack speed exceeds a preset threshold B and the direction of the rate of change of the rack speed is the same as the direction of the rack speed, then the type of impact experienced by the vehicle is a forward impact.

[0060] Specifically, when the vehicle is subjected to a positive impact, the direction of the torque Ta output by the compensation motor is opposite to the direction of the initial assist; conversely, the direction of the torque Ta output by the compensation motor is the same as the direction of the initial assist. The initial assist direction refers to the force applied by the vehicle's steering system to assist in steering when the vehicle is not subjected to an impact.

[0061] The control algorithm includes one or more of the following: feedforward control algorithm and PID control algorithm.

[0062] The specific embodiments of the present invention have been described in detail above, but they are merely examples, and the present invention is not limited to the specific embodiments described above. For those skilled in the art, any equivalent modifications and substitutions to the present invention are also within the scope of the present invention. Therefore, all equivalent transformations and modifications made without departing from the spirit and scope of the present invention should be covered within the scope of the present invention.

Claims

1. A control method for suppressing abnormal steering impact in a steering system, characterized in that, Specifically, the steps include the following: Step S1: Collect the vehicle's steering wheel angle, motor position, motor direction, steering wheel input shaft torque, wheel speed, rack position, and motor axle drive power supply voltage; Step S2: Based on the steering wheel angle, motor position, steering wheel input shaft torque, wheel speed, and rack position, calculate the vehicle speed, wheel speed change rate, rack speed, and steering wheel angular velocity. Based on the rack speed, steering wheel angular velocity, and the power supply voltage of the motor axle drive, calculate the vehicle rack speed change rate, steering wheel angular velocity change rate, and motor axle drive power supply voltage change rate. Based on the steering wheel angular velocity, vehicle speed, and steering wheel input shaft torque, calculate the steering wheel assist torque. Step S3: Determine whether the vehicle has been impacted based on the vehicle's speed, the steering wheel input shaft torque, the steering wheel power assist torque, the power supply voltage of the motor axle drive, the wheel speed change rate, and the rack speed change rate. Step S4: When the vehicle is impacted, the assist torque Ta that the motor should output is calculated based on the vehicle speed, the steering wheel angular velocity, the motor position, the motor steering signal, the steering wheel input shaft torque, the steering wheel assist torque, the rack speed change rate, and the type of impact on the vehicle. The torque output by the motor is then controlled by a control algorithm. In step S1, the steering wheel angle sensor collects the steering wheel angle; the motor position sensor collects the motor position; the motor steering sensor collects the motor steering; the torque sensor collects the steering wheel input shaft torque; the wheel speed sensor collects the wheel speed; the rack position sensor collects the rack position; and the voltage sensor collects the power supply voltage of the motor axle drive.

2. The control method for suppressing abnormal steering impact in a steering system according to claim 1, characterized in that, In step S1, when there is no rack position sensor, the transmission ratio between the steering wheel angle and the rack position is obtained based on the structural parameters of the steering system, and then the rack position is obtained.

3. The control method for suppressing abnormal steering impact in a steering system according to claim 1, characterized in that, In step S2, the current speed of the vehicle is calculated using a parameter estimation method.

4. The control method for suppressing abnormal steering impact in a steering system according to claim 3, characterized in that, The parameter estimation methods include, but are not limited to, one or more of the following: least squares, extended Kalman filtering, unscented Kalman filtering, particle filtering, and adaptive filtering.

5. The control method for suppressing abnormal steering impact in a steering system according to claim 1, characterized in that, In step S3, when the vehicle speed is within a preset vehicle speed threshold range, the rack speed change rate exceeds a preset rack speed change rate threshold, the steering wheel assist torque and the steering wheel input shaft torque change rate exceed a preset torque change rate threshold, and the motor axle drive power supply voltage change rate exceeds a preset threshold, the vehicle is impacted; otherwise, the vehicle is not impacted.

6. The control method for suppressing abnormal steering impact in a steering system according to claim 1, characterized in that, In step S4, the types of impacts experienced by the vehicle include forward impacts and reverse impacts. Specifically, when the vehicle speed is within a preset threshold range A, the rack speed change rate exceeds a preset threshold B and the direction of the rack speed change rate is opposite to the rack speed direction, the rate of change of the steering wheel input shaft torque Tb collected by the torque sensor exceeds a preset threshold C, and the rate of change of the power supply voltage of the motor axle drive exceeds a threshold D, then the type of impact experienced by the vehicle is a reverse impact. Conversely, when the rack speed change rate exceeds a preset threshold B and the direction of the rack speed change rate is the same as the rack speed direction, the type of impact experienced by the vehicle is a forward impact. Specifically, when the vehicle is subjected to a positive impact, the direction of the torque Ta output by the compensation motor is opposite to the direction of the initial assist; conversely, the direction of the torque Ta output by the compensation motor is the same as the direction of the initial assist. The initial assist direction refers to the force applied by the vehicle's steering system to assist in steering when the vehicle is not subjected to an impact.

7. The control method for suppressing abnormal steering impact in a steering system according to claim 1, characterized in that, In step S4, the control algorithm includes one or more of the feedforward control algorithm and the PID control algorithm.

8. A control device for suppressing abnormal steering impact in a steering system, characterized in that, Specifically, it includes the following modules: The data acquisition module is used to collect data on the vehicle's steering wheel angle, motor position, motor direction, steering wheel input shaft torque, wheel speed, rack position, and power supply voltage of the motor axle drive. The calculation module is used to calculate the vehicle speed, wheel speed change rate, rack speed, and steering wheel angular velocity based on the steering wheel angle, motor position, steering wheel input shaft torque, wheel speed, and rack position; to calculate the vehicle rack speed change rate, steering wheel angular velocity change rate, and motor axle drive power supply voltage change rate based on the rack speed, steering wheel angular velocity, and motor axle drive power supply voltage change rate; and to calculate the steering wheel assist torque based on the steering wheel angular velocity, vehicle speed, and steering wheel input shaft torque. The impact judgment module is used to determine whether the vehicle has been impacted based on the vehicle's speed, the steering wheel input shaft torque, the steering wheel assist torque, the power supply voltage of the motor axle drive, the wheel speed change rate, and the rack speed change rate. The impact suppression module is used to calculate the assist torque Ta that the motor should output when the vehicle is impacted, based on the vehicle's speed, the steering wheel angular velocity, the motor position, the motor steering signal, the steering wheel input shaft torque, the rack speed change rate, and the type of impact the vehicle is subjected to, and to control the torque output by the motor through a control algorithm. In the data acquisition module, the steering wheel angle sensor acquires the steering wheel angle; the motor position sensor acquires the motor position; the motor steering sensor acquires the motor steering; the torque sensor acquires the steering wheel input shaft torque; the wheel speed sensor acquires the wheel speed; the rack position sensor acquires the rack position; and the voltage sensor acquires the power supply voltage of the motor axle drive.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements a control method for suppressing abnormal steering impact in a steering system as described in any one of claims 1-7.

10. An electronic device, characterized in that, The system includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements a control method for suppressing abnormal steering impact in a steering system as described in any one of claims 1-7.

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