Steering torque determination method, storage medium, device, system, and vehicle

Abstract

The application relates to a steering torque determination method, a storage medium, an equipment, a system and a vehicle. The steering torque determination method comprises the following steps: acquiring steering motion data and driving force of a vehicle during steering; determining friction resistance of the vehicle according to the steering motion data and the driving force; and determining a steering torque of the vehicle according to the friction resistance. The application can obtain real-time resistance according to road conditions, automatically adjust the steering torque, and ensure the driving comfort and safety of a user.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method for determining steering torque, a storage medium, a device, a system, and a vehicle. Background Technology

[0002] The vehicle steering system is a key component for user control of the vehicle, directly determining the overall safety and handling. Currently, mainstream vehicle steering systems are based on EPS (Electric Power Steering), a power steering system that relies on an electric motor to provide assistance, controlling the vehicle's steering function according to a specific steering torque. Therefore, the accuracy of the steering torque is crucial for the effective functioning of the vehicle steering system. While each type of road surface corresponds to a fixed steering torque, even under the same road surface conditions, the frictional resistance experienced by the vehicle may vary. A fixed steering torque cannot accurately reflect the actual resistance, leading to steering difficulties or vehicle slippage, and failing to achieve the intended steering function effectively. Summary of the Invention

[0003] This application provides a steering torque determination method, storage medium, device, system, and vehicle, which can obtain the real-time resistance based on road conditions and automatically adjust the steering torque to ensure the user's driving comfort and safety, thereby at least partially solving the above-mentioned technical problems.

[0004] To achieve the above objectives, according to a first aspect of this application, a method for determining steering torque is provided, comprising: acquiring steering motion data and driving force of a vehicle during a steering process; determining the frictional resistance of the vehicle based on the steering motion data and the driving force; and determining the steering torque of the vehicle based on the frictional resistance.

[0005] Optionally, determining the frictional resistance of the vehicle based on the steering motion data and the driving force includes: determining the driving resistance of the vehicle based on the driving force, the mass of the vehicle, and the steering motion data; determining the target resistance of the vehicle based on the mass of the vehicle and the steering motion data; and determining the frictional resistance based on the target resistance and the driving resistance; wherein the driving resistance includes the target resistance and the frictional resistance, and the target resistance includes at least one of the following: air resistance, gradient resistance, and acceleration resistance.

[0006] Optionally, determining the steering torque of the vehicle based on the frictional resistance includes: determining the compensation torque corresponding to the frictional resistance based on the mapping relationship between the frictional resistance and the torque; and determining the steering torque based on the compensation torque.

[0007] Optionally, determining the compensation torque corresponding to the frictional resistance based on the frictional resistance and torque mapping relationship includes: when the frictional resistance is greater than a resistance threshold, determining the assist compensation torque corresponding to the frictional resistance based on the frictional resistance and a first torque mapping relationship; when the frictional resistance is less than the resistance threshold, determining the damping compensation torque corresponding to the frictional resistance based on the frictional resistance and a second torque mapping relationship; wherein the torque mapping relationship includes the first torque mapping relationship and the second torque mapping relationship, the compensation torque includes the assist compensation torque and the damping compensation torque, the first torque mapping relationship includes at least one set of mapping relationships between the frictional resistance and the assist compensation torque, and the second torque mapping relationship includes at least one set of mapping relationships between the frictional resistance and the damping compensation torque.

[0008] Optionally, determining the steering torque based on the compensation torque includes: determining the steering torque of the vehicle based on the torque gain and the compensation torque.

[0009] Optionally, the steering torque determination method further includes: obtaining the hand torque of the vehicle; and determining the torque gain corresponding to the hand torque based on the hand torque and gain mapping relationship.

[0010] Optionally, the steering torque determination method further includes: performing low-pass filtering on the steering torque to obtain the filtered steering torque.

[0011] Optionally, the method for determining the steering torque further includes: performing amplitude limiting processing on the steering torque to obtain the limited steering torque.

[0012] According to a second aspect of this application, a non-transitory computer-readable storage medium is provided, on which a computer program is stored, which, when executed by a processor, implements the above-described steering torque determination method.

[0013] According to a third aspect of this application, an electronic device is provided, comprising: a memory having a computer program stored thereon; and a processor for executing the computer program in the memory to implement the above-described steering torque determination method.

[0014] According to a fourth aspect of this application, a vehicle steering system is provided, the vehicle steering system including the electronic equipment described above.

[0015] According to a fifth aspect of this application, a vehicle is provided, including the electronic equipment described above, or including the vehicle steering system described above.

[0016] The advantage of this application is that it can obtain the real-time resistance level according to the road conditions and automatically adjust the steering torque to ensure the user's driving comfort and safety.

[0017] More specifically, some embodiments of this application may produce the following specific beneficial effects:

[0018] During vehicle steering, real-time steering motion data and driving force are acquired, and the vehicle's frictional resistance is determined based on this data to further determine the vehicle's steering torque. Due to differences and changes in road conditions, such as snow-covered roads versus desert roads, and variations in snow thickness on snow-covered roads, these factors are fully and in real-time reflected in the vehicle's frictional resistance. Determining the vehicle's steering torque based on the real-time frictional resistance allows for adaptive adjustment of steering resistance according to the environment, ensuring that the steering torque accurately matches the actual resistance level and effectively achieves the intended steering function. Furthermore, since the magnitude of the frictional resistance in this embodiment is derived from the steering motion data and driving force, there is no need to rely on high-precision sensors such as cameras to acquire road conditions, enabling superior steering functionality at a lower cost.

[0019] Furthermore, by providing power assist compensation on surfaces with high friction resistance, the difficulty of steering operations is reduced, allowing users to steer more easily; while by providing damping compensation on surfaces with low friction resistance, vehicle slippage is prevented, ensuring steering safety. Moreover, by considering the influence of hand torque on steering torque in addition to the compensation torque, driving comfort during steering can be improved while maintaining steering safety.

[0020] Furthermore, by applying a low-pass filter to the steering torque after it has been determined, high-frequency interference in the steering torque can be filtered out, thereby improving the smoothness of the steering torque. Additionally, by applying amplitude limiting to the steering torque after it has been determined, the maximum and minimum values ​​of the steering torque can be restricted to ensure that the steering torque remains within a reasonable range, avoiding excessive power assist or damping.

[0021] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0024] Figure 1 This is a schematic diagram of the frictional resistance coefficient provided in the embodiments of this application.

[0025] Figure 2 This is a flowchart of a method for determining steering torque provided in an embodiment of this application.

[0026] Figure 3 This is a flowchart of another method for determining steering torque provided in the embodiments of this application.

[0027] Figure 4 This is a block diagram of an electronic device provided in an embodiment of this application.

[0028] Figure 5 This is a block diagram of a vehicle steering system provided in an embodiment of this application. Detailed Implementation

[0029] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0030] With the rapid development of automotive technology, users have increasingly higher demands for driving experience. Vehicle ride comfort and handling stability, as characteristics that directly affect user sensory experience and personal safety, are receiving more and more attention.

[0031] The vehicle steering system is a key component for user control of the vehicle, directly determining the overall vehicle safety and handling. Smooth and comfortable steering is crucial for vehicle safety. Currently, mainstream vehicle steering systems are based on EPS (Electric Power Steering), a power steering system that relies on an electric motor to provide assistance. It typically consists of a torque / angle sensor, an ECU (Electronic Control Unit), a motor, a reduction gear, and a steering actuator. The vehicle steering system controls the vehicle's steering function according to a specific steering torque; the accuracy of this steering torque is critical to the effective functioning of the steering system.

[0032] Several methods exist for identifying road conditions, such as snow, desert, and mud, and assigning a fixed steering torque to each type. However, even under the same type of road condition, the frictional resistance experienced by the vehicle may differ. For example... Figure 1 As shown, Figure 1 It refers to the coefficient of friction resistance under different types of road surface conditions, from Figure 1It can be seen that even under the same type of road surface conditions, the friction resistance coefficient of a vehicle can differ by two or even three times. Since friction resistance can be obtained by multiplying the wheel load (i.e., the vehicle's mass) by the friction resistance coefficient, the friction resistance experienced by a vehicle under the same type of road surface conditions can vary greatly. A fixed steering torque cannot accurately reflect the actual resistance magnitude, cannot make corrections within a certain range based on the actual field environment, and cannot provide real-time feedback to the EPS for power assist or damping compensation. This will lead to steering difficulties or vehicle slippage, failing to achieve the expected steering function effectively, and greatly reducing the user's driving comfort and safety.

[0033] In view of this, embodiments of this application provide a steering torque determination method, storage medium, device, and vehicle, which can obtain the real-time resistance magnitude according to road conditions and automatically adjust the steering torque to ensure the user's driving comfort and safety.

[0034] According to a first aspect of this application, embodiments of this application provide a method for determining steering torque.

[0035] Please see Figure 2 , Figure 2 This is a flowchart of a steering torque determination method provided in an embodiment of this application. The steering torque determination method may include the following steps:

[0036] Step S110: Acquire steering motion data and driving force of the vehicle during the steering process;

[0037] Step S120: Determine the vehicle's frictional resistance based on steering motion data and driving force;

[0038] Step S130: Determine the vehicle's steering torque based on frictional resistance.

[0039] This application embodiment acquires real-time steering motion data and driving force of the vehicle during steering, and determines the vehicle's frictional resistance based on this data to further determine the vehicle's steering torque. Optionally, the starting time of vehicle steering can be used as the starting time, and the steering torque can be updated and calculated every preset travel time, such as 0.5 milliseconds, 1 millisecond, etc.; or, the starting position of vehicle steering can be used as the starting position, and the steering torque can be updated and calculated every preset travel distance, such as 1 meter, 5 meters, 10 meters, etc. Thus, during vehicle steering, the steering torque can be automatically adjusted based on changes in road conditions, making vehicle steering control more accurate.

[0040] Steering motion data refers to vehicle steering-related motion data, including but not limited to at least one of the following: acceleration, pitch angle, and velocity. Velocity can be further calculated from acceleration, thus the acquired steering motion data may only include acceleration and pitch angle, with velocity calculated based on acceleration.

[0041] In some embodiments, taking steering motion data including acceleration and pitch angle as an example, step S110 above includes the following steps:

[0042] Step S111: Obtain the vehicle's acceleration and pitch angle;

[0043] Step S112: Calculate the vehicle's speed based on the acceleration;

[0044] Step S113: Determine the driving force based on the speed.

[0045] In step S112, the vehicle's velocity can be obtained by differentiating the acceleration. For example, the vehicle's acceleration at the current moment is a. n The acceleration at the previous moment was a. n-△t Let Δt be the time interval between the current moment and the previous moment. Then, the vehicle's speed v can be obtained using the following formula:

[0046] v = (a n -a n-△t ) / △t

[0047] In step S113, the vehicle's driving force is related to the vehicle's engine external characteristics and vehicle speed. A driving force characteristic curve can be generated at the vehicle's factory to indicate the correspondence between the vehicle's driving force and speed. Therefore, the vehicle's driving force can be determined based on the driving force characteristic curve and speed.

[0048] The embodiment of this application differs from the implementation method of first detecting the road surface condition and then determining the friction resistance based on the detection results. In step S120, the friction resistance of the vehicle is inferred from the vehicle's steering motion data and driving force.

[0049] In some embodiments, step S120 above includes the following steps:

[0050] Step S121: Determine the vehicle's driving resistance based on the driving force, vehicle mass, and steering motion data;

[0051] Step S122: Determine the target resistance of the vehicle based on its mass and steering motion data;

[0052] Step S123: Determine the frictional resistance based on the target resistance and the driving resistance.

[0053] It should be understood that the vehicle satisfies the following constraints during its movement:

[0054] ma = F t -ΣF

[0055] Where m refers to the mass of the vehicle, a refers to the acceleration of the vehicle, and F refers to the acceleration of the vehicle. t ΣF refers to the driving force of the vehicle, and ΣF refers to the driving resistance of the vehicle. Optionally, the driving resistance includes target resistance and frictional resistance, and the target resistance includes at least one of the following: air resistance, gradient resistance, and acceleration resistance.

[0056] Since all resistances other than frictional resistance in driving resistance can be calculated from steering motion data, after obtaining the vehicle's steering motion data and driving force, the vehicle's driving resistance can be calculated based on the above constraints first, and then air resistance, slope resistance, and acceleration resistance can be calculated based on the steering motion data. Finally, the frictional resistance of the vehicle can be obtained by subtracting air resistance, slope resistance, and acceleration resistance from the driving resistance.

[0057] For example, suppose C D Let F be the air resistance coefficient, ρ be the air density, A be the frontal area (projected area in the direction of vehicle travel), and v be the vehicle speed. w It can be obtained through the following calculation formula:

[0058] F w =(C D Aρv 2 ) / 2

[0059] For example, assuming G is the gravity acting on the vehicle, m is the mass of the vehicle, g is the acceleration due to gravity, and α is the slope of the road, then the slope resistance F i It can be obtained through the following calculation formula:

[0060] F i =Gsinα=mgsinα

[0061] For example, assuming δ is the vehicle rotational mass conversion factor, m is the vehicle mass, and a is the vehicle acceleration, then the acceleration drag F j It can be obtained through the following calculation formula:

[0062] F j =δma

[0063] For example, assume that the driving resistance ΣF includes air resistance F w Slope resistance F i Acceleration resistance F j and frictional resistance F f Then the frictional resistance F fIt can be obtained through the following calculation formula:

[0064] F f =ΣF-(F w +F i +F j )

[0065] In step S130, the vehicle's steering torque can be determined based on the calculated frictional resistance, and then the vehicle's steering can be controlled based on the steering torque. Optionally, a mapping relationship can be established in advance between different frictional resistances and steering torques, and the steering torque corresponding to the frictional resistance can be obtained by querying the mapping relationship; or, a mapping relationship can be established in advance between different frictional resistances and compensation torques, and the compensation torque corresponding to the frictional resistance can be obtained by querying the mapping relationship, and then the steering torque can be further determined based on the initial compensation torque. For the specific method of determining the steering torque, please refer to the following embodiments, which will not be elaborated here.

[0066] In summary, the steering torque determination method provided in this application acquires the vehicle's steering motion data and driving force in real time during the vehicle's steering process, and determines the vehicle's frictional resistance based on this data to further determine the vehicle's steering torque. Due to differences and changes in road conditions, such as snow-covered roads versus desert roads, and variations in snow thickness on snow-covered roads, these factors are fully and in real-time reflected in the vehicle's frictional resistance. Determining the vehicle's steering torque based on the real-time frictional resistance allows for adaptive adjustment of steering resistance according to the environment, ensuring that the steering torque accurately matches the actual resistance level and effectively achieves the expected steering function. Furthermore, since the magnitude of the frictional resistance in this application embodiment is derived from the steering motion data and driving force, it eliminates the need for high-precision sensors such as cameras to acquire road conditions, enabling superior steering functionality at a lower cost.

[0067] In some embodiments, step S130 above includes the following steps:

[0068] Step S131: Determine the compensation torque corresponding to the frictional resistance based on the mapping relationship between frictional resistance and torque;

[0069] Step S132: Determine the steering torque based on the compensation torque.

[0070] The torque mapping relationship includes at least one set of mapping relationships between frictional resistance and compensation torque. The compensation torque is used to compensate for the vehicle's driving force, thereby reducing the difficulty of driving. When the frictional resistance is high, the compensation torque can be implemented as a power assist torque; when the frictional resistance is low, the compensation torque can be implemented as a damping torque. The power assist torque can be in the same direction as the driving force (e.g., same direction), while the damping torque can be in a different direction than the driving force (e.g., opposite direction).

[0071] Based on this, in one example, step S131 above includes: when the frictional resistance is greater than the resistance threshold, determining the assist compensation torque corresponding to the frictional resistance according to the mapping relationship between the frictional resistance and the first torque; when the frictional resistance is less than the resistance threshold, determining the damping compensation torque corresponding to the frictional resistance according to the mapping relationship between the frictional resistance and the second torque.

[0072] The resistance threshold is a pre-configured value used to indicate the frictional resistance of a vehicle under standard road conditions. These standard road conditions can be set according to actual needs, such as a dry and smooth road in sunny weather. Therefore, the resistance threshold obtained under different standard road conditions may be different.

[0073] In this embodiment of the application, after calculating the frictional resistance of the vehicle, the frictional resistance is compared with the resistance threshold.

[0074] When the frictional resistance exceeds the resistance threshold, the vehicle enters a high-resistance road surface, such as snowy roads, muddy roads, or waterlogged roads. In this situation, power assist compensation is applied to reduce the difficulty of steering, allowing the user to steer more easily. The power assist compensation torque corresponding to the frictional resistance is determined from a first torque mapping relationship. This torque mapping relationship includes a first torque mapping relationship, which comprises at least one mapping relationship between frictional resistance and power assist compensation torque. Since the power assist compensation torque is in the same direction as the driving force, in the first torque mapping relationship, the greater the frictional resistance, the greater the power assist compensation torque.

[0075] When the frictional resistance is less than the resistance threshold, the vehicle enters a slippery road surface, such as a wet or icy surface. In this case, damping compensation is applied to prevent vehicle slippage and ensure steering safety. The damping compensation torque corresponding to the frictional resistance is determined from the second torque mapping relationship. This torque mapping relationship includes the second torque mapping relationship, which comprises at least one mapping relationship between frictional resistance and damping compensation torque. Because the damping compensation torque is not in the same direction as the driving force, in the second torque mapping relationship, the smaller the frictional resistance, the larger the damping compensation torque.

[0076] It should be understood that when the frictional resistance equals the resistance threshold, the compensation torque corresponding to the frictional resistance can be determined according to either the first torque mapping relationship or the second torque mapping relationship. This application does not limit this determination. Optionally, when the frictional resistance equals the resistance threshold, the compensation torque can be zero.

[0077] The embodiments of this application determine the steering torque based on the compensation torque (such as assist compensation torque or damping compensation torque). For example, the compensation torque can be directly used as the steering torque, or the steering torque can be further determined based on the compensation torque.

[0078] In some embodiments, step S132 includes determining the steering torque of the vehicle based on the torque gain and the compensation torque.

[0079] The torque gain is determined based on the hand torque. This application does not limit the specific meaning of the torque gain in its embodiments. Optionally, the torque gain is a torque, such as directly using the hand torque as the torque gain, so that the torque gain can be added to the compensation torque to obtain the steering torque; or, the torque gain is a coefficient, such as obtaining the torque gain from a table based on the hand torque, so that the torque gain can be multiplied by the compensation torque to obtain the steering torque.

[0080] Optionally, the steering torque determination method provided in this application embodiment further includes: acquiring the vehicle's hand torque; and determining the torque gain corresponding to the hand torque based on the hand torque and gain mapping relationship. The gain mapping relationship includes at least one set of mapping relationships between hand torque and torque gain. Since a larger hand torque indicates a clearer steering intention from the user, the larger the hand torque in the gain mapping relationship, the larger the torque gain, thus assisting the user in steering. Because road conditions with low frictional resistance do not require large damping to maintain vehicle stability, and instead make steering less strenuous for the user, the smaller the hand torque in the gain mapping relationship, the smaller the torque gain, ensuring the user can steer flexibly.

[0081] In summary, the steering torque determination method provided in this application reduces the difficulty of steering operations by providing power assist compensation under road surface conditions with high frictional resistance, allowing users to steer more easily; and prevents vehicle slippage and ensures steering safety by providing damping compensation under road surface conditions with low frictional resistance. Furthermore, the steering torque determination method provided in this application, by considering the influence of hand torque on steering torque in addition to the compensated torque, can improve driving comfort during steering while maintaining steering safety.

[0082] In some embodiments, the following steps are included after step S130:

[0083] Step S141: Perform low-pass filtering on the steering torque to obtain the filtered steering torque.

[0084] The embodiments of this application use low-pass filtering to filter out high-frequency interference in the steering torque, thereby improving the smoothness of the steering torque.

[0085] In some embodiments, the following steps are included after step S130:

[0086] Step S142: Perform amplitude limiting processing on the steering torque to obtain the limited steering torque.

[0087] This application embodiment uses amplitude limiting processing to restrict the maximum and minimum values ​​of steering torque, ensuring that the steering torque remains within a reasonable range and avoiding excessive assistance or damping. Optionally, for the steering torque obtained through assistance compensation, the maximum and minimum values ​​can be obtained based on the upper and lower limits of the speed-sensitive assistance function of the EPS; for the steering torque obtained through damping compensation, the maximum and minimum values ​​can be obtained based on the upper and lower limits of the damping control function of the EPS. Without affecting the driving experience, such as preventing a "hand-pulling" sensation for the user, the maximum and minimum values ​​of steering torque can also be obtained in other ways, for example, by setting empirical values. This application embodiment does not limit this approach.

[0088] It should be understood that in practical applications, one or more of steps S141 and S142 can be selected for execution based on actual application requirements. For example, only step S141 or only step S142 can be executed, or step S142 can be executed after step S141, or step S141 can be executed after step S142. This application embodiment does not limit this.

[0089] Please see Figure 3 , Figure 3 This is a schematic diagram of a steering torque determination method provided in an embodiment of this application. The steering torque determination method may include the following steps:

[0090] Step ST1001: Acquire steering motion data of the vehicle during the steering process; this steering motion data includes acceleration and pitch angle (pitch axis tilt angle);

[0091] Step ST1002: Determine the vehicle's speed and driving force based on the steering motion data;

[0092] Step ST1003: Determine the vehicle's driving resistance based on the driving force, vehicle mass, and steering motion data;

[0093] Step ST1004: Determine the vehicle's frictional resistance based on steering motion data and driving resistance;

[0094] Step ST1005: Determine whether the frictional resistance is greater than the resistance threshold; if the frictional resistance is greater than the resistance threshold, proceed to step ST1006; if the frictional resistance is less than the resistance threshold, proceed to step ST1007.

[0095] Step ST1006: When the frictional resistance is greater than the resistance threshold, determine the assist compensation torque corresponding to the frictional resistance according to the first torque mapping relationship; where frictional resistance greater than the resistance threshold indicates that the vehicle is on a high-resistance road surface, such as a muddy road surface, a sandy road surface, a water-crossing road surface, etc., and assist compensation is performed at this time.

[0096] Step ST1007: When the frictional resistance is less than the resistance threshold, determine the damping compensation torque corresponding to the frictional resistance according to the second torque mapping relationship; where the frictional resistance is less than the resistance threshold, it means that the vehicle is on a wet and slippery road surface, such as a rainy road surface or an icy road surface, and damping compensation is performed at this time.

[0097] Step ST1008: Determine the torque gain corresponding to the hand torque based on the gain mapping relationship;

[0098] Step ST1009: Determine the vehicle's steering torque based on the torque gain and compensation torque; wherein, the compensation torque includes power assist compensation torque or damping compensation torque;

[0099] Step ST1010: Perform low-pass filtering on the steering torque to obtain the filtered steering torque;

[0100] Step ST1011: Perform amplitude limiting processing on the filtered steering torque to obtain the limited steering torque; wherein, after performing low-pass filtering and amplitude limiting processing on the steering torque in sequence, the steering torque is output, and vehicle steering control is realized based on the steering torque.

[0101] related Figure 3 For details on the specific implementation methods and corresponding beneficial effects of the embodiments, please refer to the above method embodiments, which will not be elaborated here.

[0102] According to a second aspect of this application, embodiments of this application also provide a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the above-described steering torque determination method. This non-transitory computer-readable storage medium possesses all the beneficial effects of the above-described steering torque determination method, which will not be elaborated further here.

[0103] According to a third aspect of this application, embodiments of this application also provide an electronic device, including: a memory and a processor, wherein a computer program is stored in the memory; the processor is configured to execute the computer program in the memory to implement the steps of the above-described steering torque determination method. This electronic device possesses all the beneficial effects of the above-described steering torque determination method, which will not be elaborated upon further herein.

[0104] Please see Figure 4The electronic device 400 may include a processing unit (e.g., a central processing unit, a graphics processing unit, etc.) 401, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 402 or a program loaded from a storage device 408 into a random access memory (RAM) 403. The RAM 403 also stores various programs and data required for the operation of the electronic device 400. The processing unit 401, ROM 402, and RAM 403 are interconnected via a bus 404. An input / output (I / O) interface 405 is also connected to the bus 404.

[0105] Typically, the following devices can be connected to I / O interface 405: input devices 406 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 407 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 408 including, for example, magnetic tapes, hard disks, etc.; and communication devices 409. Communication device 409 allows electronic device 400 to communicate wirelessly or wiredly with other devices to exchange data. Although... Figure 4 An electronic device 400 with various devices is shown; however, it should be understood that it is not required to implement or possess all of the devices shown. More or fewer devices may be implemented or possessed alternatively. Figure 4 Each box shown can represent a device or multiple devices as needed.

[0106] In particular, according to some embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, some embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication device 409, or installed from storage device 408, or installed from ROM 402. When the computer program is executed by processing device 401, it performs the functions defined above in the methods of some embodiments of this application.

[0107] It should be noted that the computer-readable medium described in some embodiments of this application may be a computer-readable signal medium or a computer-readable storage medium, or any combination thereof. The computer-readable storage medium may be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof, and this application does not specifically limit its application in this regard. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0108] In some embodiments of this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in connection with an instruction execution system, apparatus, or device. In some embodiments of this application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to: wires, optical fibers, RF (radio frequency), etc., or any suitable combination thereof.

[0109] In some implementations, clients and servers can communicate using any currently known or future-developed network protocol, such as HTTP (Hypertext Transfer Protocol), and can interconnect with digital data communication (e.g., communication networks) of any form or medium. Examples of communication networks include local area networks (LANs), wide area networks (WANs), the internet (e.g., the Internet), and peer-to-peer networks (e.g., ad hoc peer-to-peer networks), as well as any currently known or future-developed networks.

[0110] The aforementioned computer-readable medium may be included in the aforementioned electronic device, or it may exist independently without being assembled into the electronic device. The aforementioned computer-readable medium carries one or more programs that, when executed by the electronic device, cause the electronic device to: acquire steering motion data and driving force of the vehicle during steering; determine the frictional resistance of the vehicle based on the steering motion data and driving force; and determine the steering torque of the vehicle based on the frictional resistance.

[0111] Computer program code for performing operations of some embodiments of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages. ― Languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages, include C and similar languages. Program code can execute entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network (including a local area network (LAN) or a wide area network (WAN)), or it can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0112] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function.

[0113] It should also be noted that in some alternative implementations, the functions marked in the box may occur in a different order than those marked in the attached figures.

[0114] For example, two consecutively represented blocks can actually be executed in substantially parallel order, and sometimes they can be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, as well as combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified functions or operations, or using a combination of dedicated hardware and computer instructions.

[0115] The units described in some embodiments of this application can be implemented in software or hardware. The described units can also be housed in a processor; for example, a processor may be described as including an information acquisition module, a resistance determination module, and a torque determination module. The names of these units do not necessarily limit the specific unit; for example, the information acquisition module may also be described as "a unit for acquiring steering motion data and driving force of a vehicle during steering."

[0116] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0117] According to a fourth aspect of this application, embodiments of this application also provide a vehicle steering system, including an electronic device that can be used to perform the above-described steering torque determination method. This vehicle steering system possesses all the beneficial effects of the aforementioned electronic device, which will not be elaborated upon further herein.

[0118] Please see Figure 5 The vehicle steering system 500 includes an attitude sensor 510, a TAS (Torque Angle Sensor) 520, a CAN (Controller Area Network) bus 530, an EPS 540, a motor control module 550, and a motor 560.

[0119] The attitude sensor 510 includes an accelerometer 511 and a gyroscope 512. The accelerometer 511 is used to acquire the vehicle's acceleration in real time and transmits the acceleration to the EPS 540 via the CAN bus 530. The gyroscope 512 is used to acquire the vehicle's pitch angle (pitch axis tilt angle) in real time and transmits the pitch angle to the EPS 540 via the CAN bus 530. Optionally, the accelerometer 511 or other sensors in the attitude sensor 510 (such as a speed sensor, ...) can be used. Figure 5 (Not shown in the image) It can also calculate the vehicle's speed after obtaining the vehicle's acceleration and transmit the speed to the EPS 540 via the CAN bus 530.

[0120] The TAS 520 is used to acquire the hand torque applied to the vehicle's steering wheel in real time and transmit the hand torque to the EPS 540 via the CAN bus 530.

[0121] On one hand, after receiving steering motion data (including at least one of acceleration, pitch angle, and speed) transmitted via the CAN bus, the EPS 540 determines the vehicle's driving force, air resistance, gradient resistance, and acceleration resistance based on the steering motion data. Then, it determines the vehicle's frictional resistance by combining this data with the constraints satisfied during vehicle operation as described in the above embodiments. Finally, it obtains the compensation torque corresponding to the frictional resistance from the torque mapping relationship. Optionally, the vehicle's speed can also be calculated by the EPS 540; this application embodiment does not limit this calculation.

[0122] On the other hand, after receiving the hand torque transmitted via the CAN bus, the EPS 540 obtains the torque gain corresponding to the hand torque from the gain mapping relationship.

[0123] EPS 540 further determines the vehicle's steering torque based on the compensation torque and torque gain. Then, EPS 540 can input the steering torque to the power steering system controller (not shown in the figure) to calculate the steering assist torque. The motor control module 550 can calculate the assist motor control current based on the steering assist torque, and then control the motor 560 based on this current to achieve the vehicle's steering function.

[0124] The vehicle steering system provided in this application includes attitude sensors, TAS sensors, and CAN bus, etc., and is compatible with existing vehicle steering systems without adding extra costs.

[0125] According to a fifth aspect of this application, embodiments of this application also provide a vehicle, including electronic equipment or a vehicle steering system, which can be used to perform the above-described steering torque determination method. This vehicle possesses all the beneficial effects of the aforementioned electronic equipment or vehicle steering system, which will not be elaborated upon herein.

[0126] The vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this application does not make any specific restrictions.

[0127] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0128] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0129] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0130] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Although the descriptions of each embodiment in this application have different focuses, and parts not described in detail in a certain embodiment can be referred to the relevant descriptions of other embodiments, any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of this application without departing from the content of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A method for determining steering torque, characterized in that, The method for determining the steering torque includes: Acquire steering motion data and driving force of the vehicle during the steering process; The frictional resistance of the vehicle is determined based on the steering motion data and the driving force; wherein, determining the frictional resistance of the vehicle based on the steering motion data and the driving force includes: determining the driving resistance of the vehicle based on the driving force, the mass of the vehicle, and the steering motion data; determining the target resistance of the vehicle based on the mass of the vehicle and the steering motion data; and determining the frictional resistance based on the target resistance and the driving resistance. The steering torque of the vehicle is determined based on the frictional resistance. The step of determining the steering torque of the vehicle based on the frictional resistance includes: determining the compensation torque corresponding to the frictional resistance based on the frictional resistance and torque mapping relationship; and determining the steering torque based on the compensation torque. The torque mapping relationship includes at least one set of mapping relationships between the frictional resistance and the compensation torque, and the compensation torque is used to compensate for the driving force. The compensation torque includes assist compensation torque and damping compensation torque.

2. The method for determining steering torque according to claim 1, characterized in that, The driving resistance includes the target resistance and the frictional resistance, and the target resistance includes at least one of the following: air resistance, gradient resistance, and acceleration resistance.

3. The method for determining steering torque according to claim 1, characterized in that, The step of determining the compensation torque corresponding to the frictional resistance based on the frictional resistance and torque mapping relationship includes: When the frictional resistance is greater than the resistance threshold, the assist compensation torque corresponding to the frictional resistance is determined according to the mapping relationship between the frictional resistance and the first torque. When the frictional resistance is less than the resistance threshold, the damping compensation torque corresponding to the frictional resistance is determined according to the mapping relationship between the frictional resistance and the second torque. The torque mapping relationship includes a first torque mapping relationship and a second torque mapping relationship. The first torque mapping relationship includes at least one set of mapping relationships between the frictional resistance and the assist compensation torque. The second torque mapping relationship includes at least one set of mapping relationships between the frictional resistance and the damping compensation torque.

4. The method for determining steering torque according to claim 1, characterized in that, Determining the steering torque based on the compensation torque includes: The steering torque of the vehicle is determined based on the torque gain and the compensation torque.

5. The method for determining steering torque according to claim 4, characterized in that, The method for determining the steering torque also includes: Obtain the hand torque of the vehicle; The torque gain corresponding to the hand torque is determined based on the hand torque and gain mapping relationship.

6. The method for determining steering torque according to any one of claims 1 to 5, characterized in that, The method for determining the steering torque also includes: The steering torque is subjected to low-pass filtering to obtain the filtered steering torque.

7. The method for determining steering torque according to any one of claims 1 to 5, characterized in that, The method for determining the steering torque also includes: The steering torque is subjected to amplitude limiting processing to obtain the limited steering torque.

8. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method described in any one of claims 1 to 7.

9. An electronic device, characterized in that, include: A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the method of any one of claims 1 to 7.

10. A vehicle steering system, characterized in that, The vehicle steering system includes the electronic equipment as described in claim 9.

11. A vehicle, characterized in that, The vehicle includes the electronic equipment as claimed in claim 9, or the vehicle steering system as claimed in claim 10.

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