Software architecture, steering column control method and system and automobile

Abstract

The invention relates to a software architecture, a steering column control method and system and an automobile, and the software architecture comprises a basic function module which is used for providing basic torque control of the automobile and determining an integrated basic skill capability torque; the advanced driving assistance system module is used for determining the system torque of the advanced driving assistance system; the function protection module is used for determining a torque protection coefficient according to motor data of an automobile motor, and adjusting the basic power torque or the system torque by using the torque protection coefficient to obtain a target torque; and the motor controller module is used for controlling a steering column of the EPS according to the target torque. The torque protection coefficient is determined according to the motor data of the motor, the torque protection coefficient is used for adjusting the system torque determined by the advanced driving assistance system of the automobile or the integrated basic skill torque of the automobile, the control precision of the steering column is improved, and therefore the problem that the control precision of the steering column is low is solved.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and in particular to a software architecture and a steering column control method, system and automobile. Background Art

[0002] As a popular and widely used vehicle lateral control device, the EPS system has a simple structure and low cost, but its control difficulty, especially the realization of a high-performance EPS system, is higher, such as involving control algorithms, calibration and adjustment, and test verification.

[0003] The EPS system is mainly composed of a steering wheel and a steering column, an intermediate shaft, a gear rack, a power motor and a reducer, an ECU, a torque sensor, etc. Its basic working principle is: the driver turns the steering wheel, the torque sensor detects the torque signal, the ECU collects the torque value, and processes it through the power gain and various compensations to obtain the desired output torque of the motor and output it to the motor controller. The motor outputs the desired torque and is amplified by the reducer, and the output shaft of the EPS system is rotated together with the driver's torque, and the rack moves through the gear rack mechanism, and then the wheels are driven to rotate through the steering tie rod and the steering knuckle arm to steer the vehicle.

[0004] However, the above-mentioned EPS can only provide basic steering control functions for controlling the steering column of the car, and does not provide more detailed steering column control during the steering control process, resulting in the problem of low precision of the steering column control. Summary of the invention

[0005] The present application provides a software architecture and a steering column control method, system and automobile to solve the problem of low precision of steering column control.

[0006] In the first aspect, the present application provides a software architecture, including: a basic function module, used to provide basic torque control of a vehicle and determine the integrated basic function torque; an advanced driver assistance system module, used to determine the system torque of the advanced driver assistance system; a function protection module, used to determine the torque protection coefficient according to the motor data of the vehicle motor, and adjust the basic function torque or the system torque using the torque protection coefficient to obtain a target torque; a motor controller module, used to control the steering column of the EPS according to the target torque.

[0007] In a second aspect, the present application provides a steering column control method, comprising: determining a torque protection coefficient based on motor data of a vehicle motor; using the torque protection coefficient to adjust the system torque determined by an advanced driver assistance system of the vehicle, or to adjust the integrated basic function torque of the vehicle to obtain the target torque; and controlling the steering column of the EPS according to the target torque.

[0008] In the third aspect, the present application provides a steering column control system, comprising: a determination module for determining a torque protection coefficient based on motor data of a vehicle motor; an adjustment module for using the torque protection coefficient to adjust the system torque determined by the advanced driving assistance system of the vehicle, or to adjust the integrated basic function torque of the vehicle to obtain the target torque; and a control module for controlling the steering column of the EPS according to the target torque.

[0009] In a fourth aspect, the present application provides a car, comprising: a steering column control system, used to determine a torque protection coefficient based on motor data of a car's motor; use the torque protection coefficient to adjust the system torque determined by an advanced driver assistance system of the car, or adjust the integrated basic function torque of the car to obtain the target torque; control the steering column of the EPS according to the target torque; a steering column, used to steer the car when controlled.

[0010] In a fifth aspect, the present application provides a steering column control device, comprising: at least one communication interface; at least one bus connected to the at least one communication interface; at least one processor connected to the at least one bus; at least one memory connected to the at least one bus, wherein the processor is configured to: determine a torque protection coefficient based on motor data of a vehicle motor; use the torque protection coefficient to adjust the system torque determined by an advanced driver assistance system of the vehicle, or adjust the integrated basic function torque of the vehicle to obtain the target torque; and control the steering column of the EPS according to the target torque.

[0011] In a sixth aspect, the present application further provides a computer storage medium storing computer executable instructions, wherein the computer executable instructions are used to execute any of the above steering column control methods of the present application.

[0012] Beneficial effects of this application:

[0013] In the process of controlling the steering column, the present application can first determine the torque protection coefficient according to the motor data of the automobile motor, and then if the system torque determined by the advanced driving assistance system of the automobile is obtained, the system torque is adjusted using the torque protection coefficient, and if the integrated basic function torque of the automobile is obtained, the integrated basic function torque of the automobile is adjusted, and the system torque and the integrated basic function torque of the automobile are selected to be adjusted. Thus, the torque of the advanced driving assistance system or the integrated basic function torque of the automobile can be adjusted to obtain a more accurate target torque, and the target torque is applied to the steering column, thereby improving the torque control accuracy of the steering column and solving the problem of low steering column control accuracy. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 A software architecture diagram for this application;

[0015] Figure 2 A flow chart of a steering column control method of the present application;

[0016] Figure 3 A flow chart of determining a torque protection coefficient of a steering column control method of the present application;

[0017] Figure 4 A flow chart for determining system torque of a steering column control method of the present application;

[0018] Figure 5 A flow chart of the basic function torque of the steering column control method of the present application;

[0019] Figure 6 A flow chart of determining multiple torques of a steering column control method of the present application;

[0020] Figure 7 A schematic diagram of a vehicle steering structure of the present application;

[0021] Figure 8 A control flow chart of a steering column control method of the present application;

[0022] Fig. 9 A schematic diagram of a steering column control device of the present application;

[0023] Fig.10 A schematic diagram of a steering column control system of the present application;

[0024] Fig.11 A schematic diagram of a steering column control device of the present application. DETAILED DESCRIPTION

[0025] The following will describe the implementation methods of the present application with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present application from the contents disclosed in this specification. The present application can also be implemented or applied through other different specific implementation methods, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present application. It should be understood that the preferred embodiments are only for illustrating the present application, not for limiting the scope of protection of the present application.

[0026] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present application, and thus the drawings only show components related to the present application rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed at will, and the component layout may also be more complicated.

[0027] For ease of description, spatial relative terms may be used herein to describe the relative positional relationship or movement of one element or feature relative to another element or feature as shown in the figure, such as "inside", "outside", "inner side", "outer side", "below", "below", "above", "above", "front", "back", etc. Such spatial relative terms are intended to include different orientations of the device in use or operation in addition to the orientation depicted in the figure. For example, if the device in the figure undergoes a position flip or a change in posture or a change in motion state, then these directional indications will also change accordingly, for example: an element described as "below other elements or features" or "below other elements or features" will subsequently be oriented as "above other elements or features" or "above other elements or features". Therefore, the example term "below..." can include both upper and lower orientations. The device can be oriented otherwise (rotated 90 degrees or in other directions) and the spatial relative descriptors used herein are interpreted accordingly.

[0028] In order to solve the technical problem of low steering column control accuracy in the prior art, the present application provides a software architecture, as well as a steering column control method, system and automobile, which can achieve the effect of improving the steering column control accuracy.

[0029] Figure 1 is a schematic diagram of a software architecture of this embodiment. Figure 1 As shown, including:

[0030] A basic function module 101 is used to provide basic torque control of the vehicle and determine the integrated basic function torque;

[0031] The advanced driver assistance system module 102 is used to determine the system torque of the advanced driver assistance system;

[0032] A function protection module 103, used to determine a torque protection coefficient according to motor data of the automobile motor, and adjust the basic function torque or the system torque using the torque protection coefficient to obtain a target torque;

[0033] The motor controller module 104 is used to control the steering column of the EPS according to the target torque.

[0034] The software architecture in this embodiment is a structure for constraining software. The software architecture includes multiple modules and functions of multiple modules. Under this architecture, programmers can write codes of related functions according to the constraints of the architecture to implement the architecture. As for the content of the code, it is not necessarily limited to a certain language or certain codes, as long as it can implement the functions of the software architecture.

[0035] Under the software architecture, this embodiment proposes a flow chart of a steering column control method using the software architecture to control the steering column, such as Figure 2 As shown, including:

[0036] S201, determining a torque protection coefficient according to motor data of the automobile motor;

[0037] S202, when the system torque determined according to the advanced driver assistance system of the automobile is obtained, adjusting the system torque using the torque protection coefficient to obtain a target torque;

[0038] S203, when the system torque is not obtained, obtaining the integrated basic function torque of the vehicle, and adjusting the integrated basic function torque using the torque protection coefficient to obtain the target torque;

[0039] S204: Control the steering column of the EPS according to the target torque.

[0040] In the prior art, when the steering column of the EPS system is controlled, only the basic functions of the car such as power assistance, damping, return, and terminal protection are realized, resulting in poor control accuracy of the steering column of the EPS system and poor steering wheel feel for the driver. In order to solve this problem, this embodiment proposes a method. The car mentioned in the above method includes an electric power steering (Electric Power Steering) system, and the EPS system is composed of a steering wheel and a steering column, an intermediate shaft, a gear rack, a power motor and a reducer, an electronic control unit (Electronic Control Unit, ECU), a torque sensor, etc. When the user drives the car, he turns the steering wheel. Due to the rotation of the steering wheel, the torque sensor detects a torque signal. The ECU collects the torque value of the torque signal, processes the torque value through power assistance gain, multiple compensations, etc., obtains the expected output torque of the motor, and outputs the expected output torque of the motor to the motor controller. The motor controller outputs the expected torque of the motor and amplifies it through the reducer, and superimposes it with the driver's torque to rotate the steering column of the EPS together, and the rack moves through the gear rack mechanism, and then drives the wheel to rotate through the steering tie rod and the steering knuckle arm to steer the vehicle.

[0041] The target torque mentioned in this embodiment can be the motor output torque, or the motor output torque amplified by the reducer. If there is a torque from the driver turning the steering wheel, the target torque is superimposed on the driver's torque to rotate the EPS system output shaft. If it is automatic driving, the target torque acts on the EPS system output shaft alone.

[0042] The above-mentioned motor is a device for outputting a target torque. The motor outputs a target torque of corresponding magnitude according to instructions.

[0043] The above-mentioned advanced driving assistance system can be an automatic driving system of a car, or an auxiliary driving system of a car, which has the ability to control the car alone or assist the user in controlling the car. For example, automatic driving, lane cruising, intelligent obstacle avoidance, etc. If the advanced driving assistance system is turned on, the steering wheel of the car may be kept in a certain position under the control of the system, so that the tires of the car face a certain angle to achieve the function of automatic turning. At this time, it is necessary to determine how much torque is needed to make the angle of the vehicle's tires correct. That is, determine the system torque corresponding to the advanced driving assistance system.

[0044] The above-mentioned integrated basic function torque is the torque required by the car when realizing the basic functions of the EPS system of the car, such as power assistance, damping, return, terminal protection, etc., and adding the torque compensation function. The torque compensation function is to allow the car to give a certain compensation in torque when it is under torque control, so that the torque control of the car is more accurate and the driver feels more comfortable. For example, when the steering wheel is returned to the center, how much torque is required, plus the torque compensation, how much torque is required after compensation, the calculated result is the torque required when the steering wheel is returned to the center. Compared with only calculating the torque when the steering wheel is returned to the center, the compensated torque feels more comfortable and the torque control is more accurate. Therefore, the calculated compensated torque is used as the integrated basic function torque.

[0045] In this embodiment, the steering column of the EPS system is not directly controlled according to the system torque or integrated basic function torque corresponding to the advanced driver assistance system, but the system torque or integrated basic function torque is adjusted using the torque protection coefficient, and the adjusted torque is used as the target torque to control the steering column of the EPS system. The target torque obtained by this method is adjusted according to the actual situation of the motor to the calculated system torque or integrated basic function torque, so the torque value is more accurate, and the control accuracy of the steering shaft of the EPS system is higher.

[0046] In this embodiment, the system torque determined by the advanced driver assistance system and the integrated basic function torque of the basic function are selected from each other. One of the two torques is adjusted using the torque protection coefficient to determine the target torque. If the automatic driving or assisted driving is considered first, the system torque is used to determine the target torque in the automatic driving or assisted driving state, and the target torque is used to control the EPS steering column. If the user controls the steering wheel for manual driving, in addition to the torque applied by the user to the steering wheel, the torque compensation must also be considered. The integrated basic function torque is determined based on the torque compensation, and the target torque is determined by the integrated basic function torque. The torque applied by the user to the steering wheel and the target torque are used to control the EPS steering column.

[0047] In this embodiment, it can be determined whether there is a system torque determined by the advanced driver assistance system. If there is a system torque, the torque protection coefficient is used to adjust the system torque as the target torque. If the system torque cannot be received, the integrated basic function torque is obtained, and the integrated basic function torque is adjusted using the torque protection coefficient as the target torque. In this way, the automatic driving or assisted driving can be protected first. If the user drives manually, the system torque cannot be obtained, and the integrated basic function torque is used to determine the target torque.

[0048] In the process of controlling the steering column, the present application can first determine the torque protection coefficient based on the motor data of the automobile motor. Then, if the system torque determined by the advanced driving assistance system of the automobile is obtained, the system torque is adjusted using the torque protection coefficient. If the system torque is not obtained, the integrated basic function torque of the automobile is adjusted. Therefore, the torque of the advanced driving assistance system can be adjusted or the integrated basic function torque of the automobile can be adjusted according to whether the advanced driving assistance system is currently turned on, so as to obtain a more accurate target torque, and the target torque is applied to the steering column, thereby improving the torque control accuracy of the steering column and solving the problem of low steering column control accuracy.

[0049] In one example, the motor data of a car motor includes at least the motor speed and the motor temperature of the motor. The motor speed may be n revolutions per second, that is, n revolutions per second. The specific speed depends on the actual situation. The motor temperature may be the temperature measured inside the motor. If the internal temperature cannot be measured, the surface temperature or the temperature of the space where the motor is located may be measured. Figure 2 The following is an exemplary flow chart for determining the torque protection factor based on the motor data of the automobile motor. Figure 2 As shown, including:

[0050] S301, obtaining the motor speed and motor temperature of the above-mentioned automobile motor;

[0051] S302, when the motor speed is abnormal or the motor temperature is abnormal, lowering the torque protection coefficient.

[0052] In this embodiment, after the system torque or the integrated basic function torque is calculated, the motor outputs the corresponding torque according to the instruction to control the steering shaft of the EPS system. At this time, it is necessary to check whether the motor speed and the motor temperature of the motor are normal, so as to adjust the output torque to output the target torque.

[0053] Since both the system torque and the integrated basic function torque need to be adjusted using the torque protection factor, it is necessary to determine how to calculate the torque protection factor.

[0054] The motor temperature and motor speed can reflect the current state of the motor to a certain extent. For example, the motor may be stalled, that is, the motor speed decreases or is zero, but the torque is still output. There are many reasons for the stall phenomenon, which may be excessive motor load, mechanical failure of the drag, bearing damage, etc. If the stall phenomenon occurs, the power factor of the motor is extremely low, and the current can be up to 7 times the rated current, which will burn the motor over a long period of time. Therefore, when the motor stalls, the motor stall torque and torque change rate should be limited according to the stall state. By lowering the torque protection coefficient, the originally calculated system torque or integrated basic function torque can be multiplied by the torque protection coefficient, and the value of the target torque will decrease, thereby reducing the pressure on the motor.

[0055] In this embodiment, the torque protection coefficient can be determined according to the motor temperature, or according to the motor speed. For example, there is a corresponding relationship between the motor temperature and the torque protection coefficient. After the motor temperature exceeds the normal range, the higher the motor temperature, the greater the torque protection coefficient. There can also be a corresponding relationship between the motor speed and the torque protection coefficient. After the motor speed exceeds the normal range, the higher the motor speed, the greater the torque protection coefficient. If the torque protection coefficient is determined based on the motor temperature and the motor speed at the same time, after both exceed their respective normal ranges, the greater the magnitude of the excess, the greater the torque protection coefficient, and the rate of change of the torque protection coefficient is greater than the rate of change of the torque protection coefficient when the torque protection coefficient is determined solely by the motor temperature or the motor speed.

[0056] By determining the torque protection factor by the motor temperature and the motor speed at the same time, the torque protection factor can be determined more accurately. The determined torque protection factor acts on the coefficient torque or the integrated basic function torque to obtain the target torque, so that the motor outputs the target torque, so that when the motor is abnormal, the output target torque is smaller, which can reduce the pressure on the motor.

[0057] In one example, before adjusting the system torque of the advanced driver assistance system or the integrated basic function torque according to the motor state of the motor, the integrated basic function torque of the vehicle and the system torque of the vehicle are calculated. The calculated values ​​are different in different vehicle states and environments. Figure 4 is a method for determining the torque of a system, including:

[0058] S401, determining a current functional mode of the advanced driver assistance system;

[0059] S402: Determine the required torque in the current functional mode as the system torque.

[0060] In this embodiment, for the calculation of the system torque of the advanced driving assistance system, the current functional mode of the advanced driving assistance system of the car should be checked. There can be multiple current functional modes, such as torque control, angle control, lane departure warning, automatic driving, automatic cruising, lane keeping, emergency obstacle avoidance, intelligent speed control, etc. For torque control, it is to control how much torque is output under the advanced driving assistance system, and for angle control, it is to control the steering angle of the car under the advanced driving assistance system. At this steering angle, calculate how much torque can be output for steering. For lane departure warning and lane keeping, it is necessary to identify the lane in which the car is located. If it is close to or deviates from the lane, how much torque should be given to return to the original lane or keep the original lane. For automatic driving, automatic cruising, etc., it is necessary to identify the speed of the car and obtain data from multiple sensors to calculate the torque that the current motor of the car needs to output to maintain the smooth driving of the vehicle, etc. The above are examples in various cases. In summary, for the functions of the advanced driving assistance system of the car, under different functions, it is necessary to calculate the system torque required by the car. The system torque is the torque required to realize the functions of the advanced driving assistance system.

[0061] For example, taking autonomous driving and lane keeping as an example, during the autonomous driving process, the car's multiple sensors are used to identify the lane the car is in and to perform lane keeping. In order to perform autonomous driving and lane keeping, it is necessary to determine whether the car is in the middle of the lane, or whether it is too close or too far from the lane boundary line. If it is not in the middle of the lane, it is necessary to determine how much the steering wheel needs to be turned to return to the middle of the lane. At this time, it is necessary to calculate how much system torque is required under the function of the advanced driver assistance system to return the car to the middle of the lane. Therefore, the calculated system torque is the force that is expected to act on the steering column of the EPS system.

[0062] Before the calculated system torque is actually applied to the steering column of the EPS system, the present embodiment adjusts the system torque by the torque protection coefficient mentioned above, and obtains the target torque after the adjustment, and then applies force to the steering column of the EPS system according to the value of the target torque. For example, according to the state of the motor, the torque protection coefficient is determined to be 0.95, then the originally calculated system torque is multiplied by 0.95, and the result is applied to the steering column of the EPS system, which reduces the pressure on the motor while realizing the return of the car to the middle of the lane, and also makes the process of the car returning to the middle of the lane smooth, avoiding the sudden left and right shaking of the car.

[0063] In this embodiment, since the matching system torque is calculated by the current functional mode of the advanced driving assistance system of the automobile, the matching system torque can be determined according to the actual driving state, ensuring that the determined system torque is in line with the driving state and driving requirements, thereby improving the accuracy of the system torque.

[0064] Figure 5 is a method for determining the torque of the integrated basic function, including:

[0065] S501, obtaining a low-frequency assist torque, a high-frequency assist torque, a return torque, a terminal protection torque, a damping torque, a hysteresis compensation torque, an inertia compensation torque, a shimmy compensation torque, a wheel imbalance suppression compensation torque, a torque steering compensation torque, and a system stability torque of the above-mentioned vehicle;

[0066] S502, calculating the acquired torque and assist torque according to a preset formula, and obtaining the result as the above-mentioned integrated basic function torque.

[0067] Since the system torque output by the advanced driving assistance system is zero, or the system torque of the advanced driving assistance system cannot be obtained, it means that the driver has not turned on the advanced driving assistance system function at this time, but is driving manually. Therefore, the integrated basic function torque generated during the driver's manual driving process can be calculated at this time. When the driver is driving manually, the driver first generates a control force on the steering wheel. The control force is generated based on the driver's subjective will and is used to control the steering of the car or drive in a straight line. In this process, in order to make the driver's hand feel more comfortable and make the steering column control of the EPS system more accurate, an integrated basic function torque can be calculated. The integrated basic function torque is a torque obtained by combining multiple compensations and multiple adjustments. For example, based on the manual driving of the driver, multiple torques such as low-frequency assist torque, high-frequency assist torque, return torque, terminal protection torque, damping torque, hysteresis compensation torque, inertia compensation torque, shimmy compensation torque, wheel imbalance suppression compensation torque, torque steering compensation torque and system stability torque are compensated (hereinafter referred to as multiple torques), so that the driver's driving feel is better and the steering column control accuracy of the EPS system is higher.

[0068] The compensation of the above-mentioned multiple torques is to combine the above-mentioned multiple torques into a total torque, that is, the integrated basic function torque. The integrated basic function torque is not directly compensated to the steering column of the EPS system, but the integrated basic function torque is first adjusted using the torque compensation coefficient determined by the motor data of the motor to obtain the target torque, and then the torque generated by the driver's manual driving and the target torque act together on the steering column of the EPS system.

[0069] When calculating the above-mentioned multiple torques as integrated basic functional torques, a preset formula can be used for calculation. The preset formula can be to calculate the low-frequency assist torque, high-frequency assist torque, return torque, terminal protection torque, damping torque, hysteresis compensation torque, inertia compensation torque, swing compensation torque, wheel imbalance suppression compensation torque, torque steering compensation torque and system stability torque through mathematical formulas or operators to obtain the integrated basic functional torque.

[0070] In this embodiment, for the above-mentioned multiple moments, not all moments may be used when calculating the integrated basic function moment. The moment that is not used is because the moment calculated in the current environment is too small or zero, or the moment is not applicable to the current environment. Therefore, the moment is deleted during calculation, and the remaining moments are used to calculate the integrated basic function moment.

[0071] For example, the integrated basic function torque can be calculated using the following formula (1):

[0072] T sum =T ass_Lf +T ass_Hf +T fric +T CVR -T Eot -T Dampg +T iner +T WIR +T shimmy +T TSC (1)

[0073] Among them, T sum represents the integrated basic function torque, T ass_Lf Represents the low-frequency boost torque, T ass_Hf represents the high-frequency boost torque, T fric represents the friction compensation torque, T CVR Represents the aligning torque, T Eot Indicates the end protection torque, T Dampg represents the damping torque, T iner Indicates the inertia compensation moment, T WIR Indicates the wheel imbalance suppression compensation torque, T shimmy Indicates the shimmy compensation torque, T TSCRepresents the torque steering compensation torque. The integrated basic function torque is obtained by calculating multiple torques.

[0074] Since the integrated basic function torque in this embodiment takes into account the torque compensation of various situations when the driver is driving manually, it can adapt to various environments or car conditions of the driver's manual driving, ensuring the breadth of application scope. In various situations, the integrated basic function torque matching the car state and environment can be calculated, thereby compensating for the driving feel of the car.

[0075] In one embodiment, if the integrated basic function torque is to be calculated, the values ​​of the low-frequency assist torque, high-frequency assist torque, return torque, end protection torque, damping torque, hysteresis compensation torque, inertia compensation torque, swing compensation torque, wheel imbalance suppression compensation torque, torque steering compensation torque and system stability torque must be known. Figure 6 The figure is a flow chart for calculating the values ​​of the above-mentioned various moments.

[0076] like Figure 6 As shown, including:

[0077] S601, obtaining the steering wheel torque and steering wheel angle of the vehicle, as well as the vehicle speed, yaw angular velocity, wheel speed, power-on and power-off status, CAN voltage, and power supply voltage of the vehicle;

[0078] S602, determines the low-frequency assist torque, high-frequency assist torque, return torque, terminal protection torque, damping torque, hysteresis compensation torque, inertia compensation torque, swing compensation torque, wheel imbalance suppression compensation torque, torque steering compensation torque and system stability torque of the above-mentioned vehicle based on the acquired steering wheel torque, steering wheel angle, vehicle speed, yaw angular velocity, wheel speed, power on and off status, CAN voltage and power supply voltage.

[0079] In this embodiment, the data collected by the car's sensors and the data received by the Controller Area Network (CAN) can be used to calculate the above-mentioned multiple torques. For example, the steering wheel torque and angle signal detected by the car's torque and angle sensor (TAS), the car's temperature sensor detects the motor temperature, and the car's angle sensor detects the motor angle, while the CAN network can receive the vehicle speed, yaw rate, wheel speed, power-on and power-off status, CAN voltage, and power supply voltage sent by the vehicle motion control (VMC), thereby obtaining multiple data such as the steering wheel torque and angle signal, motor temperature, motor angle vehicle speed, yaw rate, wheel speed, power-on and power-off status, CAN voltage, and power supply voltage, and the multiple data are used to calculate the above-mentioned multiple torques.

[0080] For the above-mentioned multiple torques, not every torque uses the above-mentioned multiple data. For each torque, at least one of the above-mentioned multiple data can be used to determine the value of the torque, and one data, multiple data, or all data can be used. For example, the above-mentioned low-frequency assist distance and high-frequency assist distance can be calculated using the above-mentioned vehicle speed, yaw rate, wheel speed, power-on and power-off status, CAN voltage, and power supply voltage without using the steering wheel torque and steering wheel angle. The above-mentioned damping torque can be calculated using the steering wheel torque, steering wheel angle, vehicle speed, yaw rate, and wheel speed.

[0081] In this embodiment, a torque and data correspondence table can be preset. For each torque, the torque and data correspondence table can be searched to find the data to be used to calculate the torque, so as to calculate the torque according to the value of the data. For each torque, the method of calculating the value of the torque through data can also be different. For example, if the value of the torque is calculated by one data, a functional relationship can be established between the data and the torque, and the value of the torque can be determined in a two-dimensional coordinate system. If at least two data are used to calculate the value of the torque, the data must be mapped to a multidimensional space, so as to determine the torque value matching the multiple data in the multidimensional space. For example, in the case where two data determine the friction compensation torque, the two data are mapped to a three-dimensional space, so as to determine the value of the friction compensation torque in the third dimension.

[0082] In this embodiment, since the user's driving environment involves a variety of factors, multiple data of the car are collected through the car's sensors and the CAN network, so that the value of each torque is calculated based on the multiple data, and then the multiple torques are integrated into the basic torque compensation using the above formula (1), thereby obtaining torque compensation that is adapted to a variety of situations and environments, so that the torque compensation of the car has a wider range of applications, the torque compensation in each scenario is more accurate, and the user's driving feel is better.

[0083] On the other hand, since the driving environment of the user involves a variety of factors, the calculation of the integrated basic function torque is different in different environments. When calculating, the above formula (1) can be adjusted. For example, for different driving states of the car, when calculating the integrated basic function torque, all of the above multiple torques may not be used, or the values ​​of some torques may be zero after calculation. For example, when the driver is driving the car in a straight driving state, in this case, the friction compensation torque may not be used, or the result of the friction compensation torque calculation is zero, which has no effect on the integrated basic function torque. When the driver drives the car to turn, the friction compensation torque will be used to calculate the integrated basic function torque, but the terminal protection torque may not be used. Therefore, in this embodiment, for various driving situations, it can be determined according to the driving state which torques to use to calculate the integrated basic function torque, or if all torques are used to calculate the integrated basic function torque, then in some driving states, some torques may have little effect on the integrated basic function torque, thereby matching the driving state. That is, as the driving state changes, if all the torques are used to calculate the integrated basic function torque, the operator in the preset formula can be determined according to the driving state when using the torque to calculate the integrated basic function torque. For example, when the driver is driving the car in a straight-line driving state, in this case, the friction compensation torque can be treated with a minus sign (originally a plus sign), thereby subtracting the compensation of the friction compensation torque, or adding a coefficient to the friction compensation torque, which is between 0 and 1, thereby reducing the influence of the friction compensation torque on the integrated basic function torque. For the torque with a greater influence in the straight-line driving state, a coefficient greater than 1 can be added to increase the influence of the torque on the integrated basic function torque.

[0084] In this embodiment, since the conditions of various driving states are taken into consideration, different torques can be used to calculate the integrated basic function torque for different driving states, or when all records are used to calculate the integrated basic function torque, a coefficient is used to adjust the influence of the torque used and not commonly used in the driving state, so that the calculated integrated basic function torque matches the driving state.

[0085] Figure 7This is a schematic diagram of the automobile steering structure of this embodiment. The driver turns the steering wheel 701, the torque sensor 702 detects the torque signal, the microcontroller (Electronic Control Unit, ECU) collects the torque value, and processes it through the power assist gain, multiple torque compensation, etc. to obtain the desired output torque of the motor and output it to the motor controller 704. The motor outputs the desired torque and is amplified by the reducer 703, which is superimposed with the driver's torque to rotate the EPS system output shaft 705, and the rack moves through the gear rack mechanism, and then the steering tie rod and the steering knuckle arm drive the wheels to rotate to steer the vehicle.

[0086] Figure 8 This is a control flow chart of this embodiment. According to the steering wheel torque and angle detected by the torque angle sensor (TAS) and the CAN signal, the basic EPS function and torque compensation function are realized according to the processed signal; the power assist function output torque is compensated for stability; the basic function torque is integrated; the EPS system protection function is realized according to the input signal; according to the request of the host computer advanced driving assistance system (ADAS), the advanced function of ADAS is realized; the target motor torque is integrated; the output signal is processed, the CAN signal enters the CAN bus, and the torque signal enters the motor controller; and the motor controller function logic, finally controlling the motor to output torque according to the torque signal to act on the steering column of the EPS physical system.

[0087] The specific process is to first determine the integrated basic functional torque, including:

[0088] Step 1 processes the steering wheel torque and angle signals detected by the TAS sensor, the vehicle speed signals received by the CAN network, and the ADAS request signals. Among them, the input signals mainly include two types of signals, namely CAN network signals and sensor signals. These signals entering the EPS function application layer are all original signal values, which are converted into real values ​​after numerical transformation. At the same time, for signals such as sensors and vehicle speed, their amplitude and change rate should not be too large. Excessive mutations are abnormal signals, and their amplitude and change rate should be limited, and the signal validity should be diagnosed and output.

[0089] The sensor signals mainly include: TAS sensor detects steering wheel torque and angle, temperature sensor detects motor temperature, motor angle sensor detects motor electrical angle; CAN network signals include: vehicle speed, yaw rate, wheel speed, power on / off status, CAN voltage, power supply voltage, etc. sent by the motion domain controller (VMC). For the steering wheel torque and angle signals detected by the TAS sensor, it is necessary to have the functions of self-learning of the steering wheel neutral angle and steering wheel torque. Self-learning of the angle neutral position: by identifying the straight state of the vehicle, the vehicle's straight neutral position is learned based on the yaw rate, sensor torque, wheel speed and other information; self-learning of the torque neutral position: when the steering wheel is in the neutral position and the driver's hands are not on the steering wheel, the current torque offset value of the system is calculated to correct the steering wheel torque. At the same time, the two need to use the non-volatile memory (NVM) in the BSW to update and save the offset value.

[0090] In this step, a number of data are collected to determine the integrated basic function torque.

[0091] Step 2 implements the basic functions of EPS based on the output signal of Step 1: power assistance, damping, self-centering, and terminal protection; torque compensation functions: high-frequency compensation, hysteresis compensation, inertia compensation, shimmy compensation, wheel imbalance suppression, torque steering compensation, etc. As the mainstream carrier of L2 assisted driving, the EPS system mainly uses the driver to turn the steering wheel to achieve the purpose of steering. In addition to the four basic functions, the high-performance EPS system should also pay attention to the driver's feel, that is: the torque fed back by the EPS system to the steering wheel should not be transmitted to the steering wheel through the steering column, and then transmitted to the driver, but the motor should be used to compensate for the torque / angle that affects the driving feel, so that the driver can always maintain a smooth sense of steering.

[0092] The power-assist function is expressed as a gain coefficient that changes with vehicle speed. The value of the power-assist torque is found in a calibrated mapping table based on vehicle speed and hand torque (hand torque is the sensor torque unless otherwise specified). The damping function provides damping torque for EPS to avoid driving safety problems caused by over-speed steering, and reduces overshoot when the steering wheel is returned to the center position to avoid the steering wheel turning back and forth in the middle position. The return function provides a return torque for the steering wheel. When no steering force is applied, the steering wheel has a torque effect that automatically returns to the middle position. The end protection is to avoid the impact of excessive steering speed on the end limit of the rack when the steering wheel reaches the left and right ends, thereby shortening the mechanical life of the EPS. At the same time, this function should have a self-learning function, that is, when the steering wheel reaches the end and meets the self-learning conditions, the NVM updates the end position offset value.

[0093] The high-frequency compensation function is a compromise between noise signal interference and road feel feedback. The boundary frequency points of high and low frequency bands are calibrated and adjusted according to the actual driving experience. It is manifested as using a frequency divider to divide the hand torque signal. The high-frequency band power assist gain is smaller than the low-frequency band power assist gain, which improves the system robustness. Hysteresis compensation is to overcome the influence of torque lag caused by friction torque of the EPS system, and provide a friction compensation torque. According to the steering working conditions, different friction torque scaling coefficients are provided for steering, return and holding of the steering wheel to improve the driving experience. Inertia compensation is to compensate for the inertia torque generated by the system inertia, especially the inertia torque generated by the motor rotor and accelerator inertia, to improve the untimely response and heaviness of the steering wheel during acceleration and deceleration. Shimmy compensation is to compensate for the steering wheel vibration caused by mechanical disturbance at the end of the steering knuckle arm. This function has a two-degree-of-freedom system composed of mechanical components such as tires, racks, and steering knuckle arms. The second-order vibration caused at a specific frequency is transmitted to the steering wheel through the rack. Wheel imbalance suppression, when the front wheels of the vehicle are subject to a certain degree of interference (for example, front wheel imbalance). This interference will cause the driver to directly feel the bad vibration of the steering wheel. This function is to reduce or solve the unnecessary vibration on the vehicle steering wheel caused by the interference caused by the front wheels of the vehicle. Torque steering compensation detects whether the vehicle has torque steering and performs progressive steering torque compensation between the occurrence and non-occurrence of torque steering to resist torque steering. Progressive compensation can eliminate the driver's sudden feeling of enabling / disabling the module and provide a more natural steering feel.

[0094] Step 3 applies stability compensation to the output of the power assist function to improve system stability. Due to the existence of the power assist gain and the reducer, the output torque of the EPS motor amplifies the hand torque by dozens or even hundreds of times. Excessive gain leads to a decrease in the stability of the control system. This function uses a second-order notch filter to improve the system stability margin. It is necessary to obtain real frequency domain information by scanning the EPS frequency of the actual vehicle for compensation.

[0095] Steps 2 and 3 are the torques involved in determining the integrated basic function torque.

[0096] Step 4 integrates the basic functional torque. The formula is the above formula (1). Step 4 is to calculate the integrated basic functional torque.

[0097] Step 5 implements the EPS system protection functions according to the input signal: motor stall protection, temperature protection, etc. Stall protection is a situation where the motor still outputs torque when the motor speed is 0. It is believed that the motor cannot start or stop rotating due to reasons such as excessive motor load, mechanical failure of the drag, bearing damage, etc. The power factor of the motor is extremely low when it is stalled, and the current during stalling can be up to 7 times the rated current. If it lasts for a long time, the motor will burn out. It is manifested as detecting the stall state of the motor and limiting the output of the motor stall torque and torque change rate according to the stall state. Temperature protection is to prevent the motor temperature from being too high and increase the life of the motor. By establishing a thermodynamic model to estimate the motor temperature, when the temperature reaches the threshold, the motor assist capacity is reduced, and when the temperature drops to the allowable range, the assist is restored. This step is to determine the torque protection coefficient through the motor data of the motor, so as to adjust the integrated basic function torque. The system torque obtained in the following step 6 should also be adjusted using the torque protection coefficient.

[0098] Step 6 implements the advanced ADAS functions according to the ADAS request of the host computer: torque control, angle control, lane departure warning, etc. Torque control: According to the torque requested by the host computer, the EPS motor is controlled to output the specified torque in response to the steering request of the ADAS controller. Angle control: According to the angle requested by the host computer, the EPS system is controlled to execute the specified angle to achieve the target steering wheel angle. Automatic parking and lane keeping: The EPS is controlled according to the angle requested by the host computer. Lane departure warning: When the vehicle deviates from the current lane, the host computer sends a command to the lateral control system motor, and the motor generates vibration to alert the driver. This step is to calculate the system torque.

[0099] Step 7 integrates the target motor torque. The protection function torque output, ADAS torque output, and basic function integrated torque are integrated into the target motor torque and output with limited amplitude. In other words, when there is system torque, the system torque is adjusted using the torque protection coefficient and the output is the target torque. When there is no system torque, the torque protection coefficient adjusts the integrated basic function torque and the output is the target torque.

[0100] Step 8: Output signal processing, CAN signal packaging, motor torque output. The integrated target motor torque is given to the motor controller, and the motor controller outputs the control voltage according to the target motor torque. The output value of the drive motor is the actual rotor output torque of the target motor torque, which acts on the EPS steering column. This step is to control the steering column according to the target torque.

[0101] This embodiment also provides a steering column control device, which is used to execute the above steering column control method. The example of the steering column control device can refer to the example of the above steering column control method.

[0102] In one example, if Fig. 9 As shown in the figure, the steering column control device includes: a basic software (BSW) layer and an application software (ASW) layer, wherein the BSW includes an input function module for receiving sensor signals and CAN signals and inputting them into the ASW, and an output function module for the motor controller and sending CAN signals; the ASW layer includes an input signal processing module and an output signal processing module, which process the ASW input and output signals respectively; the fault diagnosis module is used to diagnose the rationality and effectiveness of the control logic; the state machine module is used to jump to the power-on and power-off, fault recovery and other states of the EPS controller; the basic function module includes three groups of function modules, namely, basic assistance, stability control and torque compensation, which respectively realize corresponding control functions; the basic torque integration module is used to integrate the basic function output torque; the protection function module realizes the protection of the motor actuator; the ADAS advanced function module provides a function interface for ADAS; the target motor torque integration module integrates the above torque to obtain the input torque of the motor controller; finally, the target motor torque is input to the motor controller to control the output of the specified torque AC voltage, and the CAN signal is output through the BSW to realize high-performance EPS control.

[0103] The steering column control device adopts the AUTOSAR architecture. BSW is the basic service layer, which provides basic functional services such as operating system for ASW operation. The ASW layer is used to execute the steering column control method, including:

[0104] The input and output signal processing module is used to process the packaging and unpacking of CAN signals, reception and transmission, sensor signal analysis, target signal conversion, etc., as well as the torque and angle signals detected by the steering wheel TAS sensor to provide steering wheel angle self-learning and torque self-learning, and calibrate the middle position of the steering wheel.

[0105] The fault diagnosis module provides diagnostic services for the signal validity, logical rationality, fault occurrence, EPS status, etc. of the entire EPS controller.

[0106] State machine module, the system state machine module is the core module of the lateral control strategy in the chassis domain controller. It outputs the state information and power assistance limit of the lateral system based on the domain controller's own software diagnosis and hardware diagnosis, vehicle status, and EPS status. The position, speed, and acceleration of the steering wheel angle input do not directly affect the output of this feature. The lateral system state of this module is used by other functional modules and EPS as one of the conditions for activating functional modules. At the same time, it outputs the power assistance limit percentage to limit the motor's required power assistance value, and determines the interaction between the VMC domain controller and the vehicle and EPS status and jumps its own state to limit the final motor's required power assistance value.

[0107] The basic functional modules include a basic power assist module, a stability control module, and a torque compensation module. The basic power assist module includes power assist, damping, self-centering, and terminal protection functions. The torque compensation module includes hysteresis compensation, inertia compensation, swing compensation, wheel imbalance suppression compensation, and torque steering compensation. The stability control module uses a second-order notch filter to improve system stability and driving feel.

[0108] The basic torque integration module and the target motor torque integration module both realize the torque superposition function, which respectively linearly superimposes and integrates the torque of the basic function and the target motor torque. The integration process needs to consider the torque direction, signal validity diagnosis and output limiting.

[0109] The protection function module includes motor stall protection, temperature protection, etc. The motor stall protection means limiting the motor torque output when the motor speed is 0 to prevent the motor from burning out; the temperature protection means reducing the motor torque output when the motor temperature is too high, and restoring the torque output when the temperature drops.

[0110] ADAS advanced function modules include angle control, torque control, lane keeping, automatic parking, lane departure warning, etc. Angle control and torque control control EPS to execute the corresponding steering wheel angle and motor output torque according to the angle request and torque request input by the ADAS host computer respectively. Lane keeping and automatic parking execute the steering wheel angle output according to the angle request of the ADAS host computer. Lane departure warning vibrates the steering wheel to alert the driver when the vehicle deviates from the lane.

[0111] The motor controller module controls the motor to output a voltage with a specified torque to drive the motor according to the integrated target motor torque value.

[0112] The present embodiment also provides a steering column control system, including a determination module for determining a torque protection coefficient according to motor data of a motor of a vehicle; an adjustment module for, when a system torque determined according to an advanced driver assistance system of the vehicle is obtained, adjusting the system torque using the torque protection coefficient to obtain a target torque; when the system torque is not obtained, obtaining the integrated basic function torque of the vehicle, adjusting the integrated basic function torque using the torque protection coefficient to obtain the target torque; and a control module for controlling the steering column of the EPS according to the target torque. The steering column control system of the present embodiment can execute the steering column control method to control the steering column of the EPS system.

[0113] Fig.10This is a system schematic diagram of the present embodiment, which includes a torque sensor, a power steering motor, an EPS mechanical structure, and an ECU. The ECU executes the above-mentioned steering column control method and controls the vehicle steering control system through the BSW layer.

[0114] This embodiment also provides a steering column control device, such as Fig.11 As shown, it includes a processor 111, a communication interface 112, a memory 113 and a communication bus 114, wherein the processor 111, the communication interface 112, and the memory 113 communicate with each other through the communication bus 114.

[0115] Memory 113, used for storing computer programs;

[0116] In one embodiment of the present application, the processor 111 is used to execute the program stored in the memory 113 to implement the control method of XX provided by any of the aforementioned method embodiments, including: determining a torque protection coefficient based on motor data of the automobile motor; when obtaining a system torque determined according to the advanced driving assistance system of the above-mentioned automobile, using the above-mentioned torque protection coefficient to adjust the above-mentioned system torque to obtain a target torque; when the above-mentioned system torque is not obtained, obtaining the integrated basic function torque of the above-mentioned automobile, using the above-mentioned torque protection coefficient to adjust the above-mentioned integrated basic function torque to obtain the above-mentioned target torque; and controlling the steering column of the above-mentioned EPS according to the above-mentioned target torque.

[0117] The present embodiment also provides an automobile, comprising: a steering column control system, used to determine a torque protection coefficient based on motor data of an automobile motor; when a system torque determined according to an advanced driving assistance system of the automobile is obtained, the system torque is adjusted using the torque protection coefficient to obtain a target torque; when the system torque is not obtained, the integrated basic function torque of the automobile is obtained, and the integrated basic function torque is adjusted using the torque protection coefficient to obtain the target torque; the steering column of the EPS is controlled according to the target torque; a steering column, used to steer the automobile when controlled.

[0118] An embodiment of the present application further provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the steps of the steering column control method provided in any of the aforementioned method embodiments are implemented.

[0119] The device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0120] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a general hardware platform, and of course, by hardware. Based on this understanding, the above technical solution is essentially or the part that contributes to the relevant technology can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0121] It should be understood that the terms used herein are only for the purpose of describing specific example embodiments and are not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms "one", "an" and "said" as used herein may also be meant to include plural forms. The terms "include", "comprise", "contain", and "have" are inclusive, and therefore specify the existence of stated features, steps, operations, elements and / or parts, but do not exclude the existence or addition of one or more other features, steps, operations, elements, parts, and / or combinations thereof. The method steps, processes, and operations described herein are not interpreted as necessarily requiring them to be performed in the specific order described or illustrated, unless the execution order is clearly indicated. It should also be understood that additional or alternative steps may be used.

[0122] The above description is only a specific implementation of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest range consistent with the principles and novel features applied for herein.

Claims

1. A software architecture, characterized in that: include: A basic function module, used to provide basic torque control of the vehicle and determine the integrated basic function torque; Advanced driver assistance system module, used to determine the system torque of the advanced driver assistance system; A function protection module, used for determining a torque protection coefficient according to motor data of the automobile motor, and adjusting the basic function torque or the system torque using the torque protection coefficient to obtain a target torque; The motor controller module is used to control the steering column of the EPS according to the target torque.

2. The software architecture according to claim 1, characterized in that: The functional protection module is also used for: Obtaining the motor speed and motor temperature of the automobile motor; When the motor speed is abnormal or the motor temperature is abnormal, the value of the initial torque protection coefficient is adjusted to determine the torque protection coefficient.

3. The software architecture according to claim 1, characterized in that: The advanced driver assistance system of the automobile is also used to: determining a current functional mode of the advanced driver assistance system; The required torque in the current functional mode is determined as the system torque.

4. The software architecture according to claim 1, characterized in that: The basic functional modules include: A basic assist module, used to obtain the low-frequency assist torque, high-frequency assist torque, return torque, terminal protection torque, and damping torque of the vehicle; A torque compensation module, used for obtaining a hysteresis compensation torque, an inertia compensation torque, a shimmy compensation torque, a wheel imbalance suppression compensation torque, and a torque steering compensation torque of the vehicle; A stability control module, used for obtaining a system stability torque of the vehicle; The basic function module calculates the torque acquired by the basic power assist module, the torque compensation module and the stability control module according to a preset formula, and the obtained result is used as the integrated basic function torque.

5. The software architecture according to claim 4, characterized in that: The software architecture also includes: An input / output signal processing module, used for obtaining the steering wheel torque and steering wheel angle of the vehicle, as well as the vehicle speed, yaw rate, wheel speed, power-on and power-off status, CAN voltage, and power supply voltage of the vehicle from the basic service layer; Among them, the basic assist module, the torque compensation module, and the stability control module are used to determine the low-frequency assist torque, high-frequency assist torque, return torque, terminal protection torque, damping torque, hysteresis compensation torque, inertia compensation torque, shimmy compensation torque, wheel imbalance suppression compensation torque, torque steering compensation torque and system stability torque of the vehicle according to the acquired steering wheel torque, steering wheel angle, vehicle speed, yaw angular velocity, wheel speed, power on and off status, CAN voltage and power supply voltage.

6. The software architecture according to claim 5, characterized in that: The basic assist module, the torque compensation module, and the stability control module are further configured to: determining a driving state of the automobile; Under the current driving state, according to the steering wheel torque, steering wheel angle, vehicle speed, yaw angular velocity, wheel speed, power on and off status, CAN voltage and power supply voltage, the low-frequency assist torque, high-frequency assist torque, return torque, terminal protection torque, damping torque, hysteresis compensation torque, inertia compensation torque, swing compensation torque, wheel imbalance suppression compensation torque, torque steering compensation torque and system stability torque that are suitable for the current driving state are determined.

7. The software architecture according to claim 4, characterized in that: The basic function module is also used for: determining a driving state of the automobile; According to the driving state, adjusting the operation symbols in the preset formula and the positions of the low-frequency assist torque, high-frequency assist torque, return torque, terminal protection torque, damping torque, hysteresis compensation torque, inertia compensation torque, shimmy compensation torque, wheel imbalance suppression compensation torque, torque steering compensation torque and system stability torque in the preset formula; The integrated basic function torque is calculated according to the adjusted preset formula.

8. A steering column control system, characterized in that: include: A determination module, for determining a torque protection factor according to motor data of a motor of a vehicle; an adjustment module, configured to use the torque protection coefficient to adjust the system torque determined by the advanced driver assistance system of the vehicle, or to adjust the integrated basic function torque of the vehicle, to obtain the target torque; A control module is used to control the steering column of the EPS according to the target torque.

9. A steering column control method, characterized in that: include: Determine the torque protection factor based on the motor data of the automobile motor; Using the torque protection coefficient to adjust the system torque determined by the advanced driver assistance system of the vehicle, or to adjust the integrated basic function torque of the vehicle, to obtain the target torque; The steering column of the EPS is controlled according to the target torque.

10. An automobile, characterized in that: include: A steering column control system for determining a torque protection factor based on motor data of a vehicle motor; Using the torque protection coefficient, adjusting the system torque determined by the advanced driver assistance system of the vehicle, or adjusting the integrated basic function torque of the vehicle, to obtain the target torque; controlling the steering column of the EPS according to the target torque; A steering column is used to steer the vehicle when controlled.

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