Steer-by-wire rack sensor zero compensation method and device, medium and vehicle

Abstract

The invention discloses a steering-by-wire rack sensor zero compensation method and device, a medium and a vehicle. The method comprises the steps that a first compensation value of a rack sensor of a front wheel actuator of the vehicle and a first deflection angle between the zero position of the rack sensor and the straight middle position of the vehicle are obtained; under the condition that the vehicle is in the straight-going state, according to the first deflection angle and the first compensation value, a median self-learning model is used for solving, and the actual compensation value of the rack sensor in the straight-going state is obtained; and adjusting the deflection angle of the first deflection angle according to the actual compensation value. According to the method, the first compensation value and the first deflection angle are calculated through the neutral position self-learning model to obtain the actual compensation value, and the actual compensation value is used for compensating the first deflection angle, so that the zero position of the rack sensor is consistent with the straight-going neutral position of the vehicle, a driver does not need to provide torque for aligning a steering wheel, and operation of the driver is facilitated; and the driving experience of the vehicle is improved.

Description

Technical Field

[0001] The present application belongs to the field of vehicle control technology, and in particular, relates to a zero-position compensation method, device, medium and vehicle for a wire-controlled steering rack sensor. Background Art

[0002] With the development of vehicle technology, it has become a development trend for vehicles to gradually replace the mechanical connection between the steering wheel and the steering wheel with a wire-controlled steering system. In the process of adopting wire-controlled steering, it is necessary to calibrate the steering wheel angle sensor of the hand force simulator and the rack position sensor of the front wheel actuator to make the zero position of the steering wheel angle sensor consistent with the horizontal position of the steering wheel, and the zero position of the rack sensor consistent with the straight-ahead center position of the vehicle.

[0003] During the calibration of the sensor position, the front wheel actuator and vehicle factors may cause the center calibration error, that is, the rack sensor zero position is inconsistent with the vehicle's straight-ahead center position. In addition, if the four-wheel alignment parameters change during vehicle use (for example, changes in suspension, changes in road slope, etc.), the rack sensor zero position may also be inconsistent with the vehicle's straight-ahead center position.

[0004] This means that when the vehicle is driving in a straight line, the steering wheel needs to be deflected to a certain angle to maintain the vehicle's straight driving, otherwise it will cause the vehicle to deviate. In order to prevent the vehicle from deviating, the driver needs to provide a certain return torque to return the steering wheel to the center position. This will cause the driver's left and right hand feel to be asymmetrical when driving the vehicle in a straight line, affecting the driving experience of the vehicle. Summary of the invention

[0005] The embodiments of the present application provide a zero-position compensation method, device, medium and vehicle for a wire-controlled steering rack sensor, which improves the driving experience of the vehicle.

[0006] According to a first aspect of the present application, a method for zero position compensation of a wire-controlled steering rack sensor is provided, the method comprising:

[0007] Acquire a first compensation value of a rack sensor of a front wheel actuator of the vehicle and a first deflection angle between a zero position of the rack sensor and a straight-ahead mid-position of the vehicle;

[0008] When the vehicle is in a straight-ahead state, the median self-learning model is used to solve the first deflection angle and the first compensation value to obtain an actual compensation value of the rack sensor in the straight-ahead state;

[0009] The deflection angle of the first deflection angle is adjusted according to the actual compensation value so that the relative position relationship between the zero position of the rack sensor and the straight-ahead middle position of the vehicle meets a preset condition.

[0010] Optionally, before obtaining the actual compensation value of the rack sensor in the straight-ahead state by solving the median self-learning model according to the first deflection angle and the first compensation value, the method further includes:

[0011] It is determined that the first deflection angle is greater than a first threshold.

[0012] Optionally, before adjusting the deflection angle of the first deflection angle according to the actual compensation value so that the relative position relationship between the zero position of the rack sensor and the straight-ahead middle position of the vehicle meets a preset condition, the method further includes:

[0013] When the first deflection angle is less than or equal to the first threshold, the first compensation value is determined to be the actual compensation value.

[0014] Optionally, adjusting the deflection angle of the first deflection angle according to the actual compensation value includes:

[0015] Get the compensation parameters of the rack sensor;

[0016] Based on the compensation parameter, the control performs deflection compensation on the first deflection angle according to the actual compensation value.

[0017] Optionally, the compensation parameters include: a compensation limit;

[0018] Based on the compensation parameter, controlling to perform deflection compensation on the first deflection angle according to the actual compensation value includes:

[0019] When the actual compensation value is less than or equal to the compensation limit value, compensating the first deflection angle by using the actual compensation value;

[0020] When the actual compensation value is greater than the compensation limit value, the compensation limit value is used to perform deflection compensation on the first deflection angle.

[0021] Optionally, the compensation parameters include: a compensation rate threshold;

[0022] Based on the compensation parameter, controlling to perform deflection compensation on the first deflection angle according to the actual compensation value includes:

[0023] The first deflection angle is compensated step by step according to the actual compensation value at a target compensation rate, and the target compensation rate does not exceed the compensation rate threshold.

[0024] Optionally, the median self-learning model is a first-order filter function, and according to the first deflection angle and the first compensation value, the median self-learning model is used to solve to obtain an actual compensation value of the rack sensor in the straight-ahead state, including:

[0025] Calculating a difference between a first deflection angle and a first compensation value;

[0026] Solve the product of the filter coefficient and the difference;

[0027] The sum of the product and the first compensation value is determined as the actual compensation value.

[0028] Optionally, the median self-learning model includes:

[0029] y(n)=y(m)+filterFactor×(x(n)-y(m));

[0030] Among them, y(n) is the actual compensation value; y(m) is the first compensation value; x(n) is the first deflection angle; filterFactor is the filter coefficient.

[0031] Optionally, when the vehicle is in a straight-ahead state, before obtaining an actual compensation value of the rack sensor in the straight-ahead state by solving the median self-learning model according to the first deflection angle and the first compensation value, the method further includes:

[0032] Obtain vehicle status information of the vehicle;

[0033] When the vehicle state information satisfies the vehicle state condition, it is determined that the vehicle is in a straight-moving state.

[0034] Optionally, the vehicle status information includes: vehicle speed, vehicle longitudinal acceleration, vehicle yaw angular velocity, steering device steering angle and steering angular velocity, steering device angular velocity absolute value, steering device torque absolute value, steering device angle absolute value, intelligent control system working status and steering device working status.

[0035] Optionally, the vehicle status conditions include:

[0036] The first preset driving speed is less than or equal to the vehicle driving speed, which is less than or equal to the second preset driving speed;

[0037] The vehicle longitudinal acceleration is less than or equal to the preset vehicle longitudinal acceleration;

[0038] The vehicle's yaw rate is less than or equal to the yaw rate threshold;

[0039] The absolute value of the steering angular velocity of the steering device is less than the preset steering angular velocity of the steering device;

[0040] The absolute value of the steering torque of the steering device is less than or equal to the preset absolute value of the steering torque of the steering device;

[0041] The absolute value of the steering angle of the steering device is less than or equal to the preset absolute value of the steering angle of the steering device, and the yaw rate threshold corresponds to the vehicle driving speed;

[0042] The working state of the intelligent control system is not enabled;

[0043] The steering device works in normal condition.

[0044] Optionally, after obtaining a first compensation value of a rack sensor of a front wheel actuator of the vehicle and a first deflection angle between a zero position of the rack sensor and a straight-ahead mid-position of the vehicle, the method further comprises:

[0045] When the vehicle is not in a straight-ahead state, a compensation operation is performed on the first deflection angle according to the first compensation value, so that the zero position of the rack sensor is consistent with the straight-ahead middle position of the vehicle.

[0046] According to a second aspect of the present application, a zero position compensation device for a wire-controlled steering rack sensor is provided, comprising:

[0047] A first acquisition module, used for acquiring a first compensation value of a rack sensor of a front wheel actuator of the vehicle and a first deflection angle between a zero position of the rack sensor and a straight-ahead mid-position of the vehicle;

[0048] A solution module, used for solving, when the vehicle is in a straight-ahead state, according to the first deflection angle and the first compensation value, using a median self-learning model to obtain an actual compensation value of the rack sensor in the straight-ahead state;

[0049] The compensation module is used to adjust the deflection angle of the first deflection angle according to the actual compensation value so that the relative position relationship between the zero position of the rack sensor and the straight-ahead middle position of the vehicle meets a preset condition.

[0050] According to a third aspect of the present application, an embodiment of the present application provides a zero-position compensation device for a steer-by-wire rack sensor, comprising: a processor and a memory storing computer program instructions;

[0051] When the processor executes the computer program instructions, it implements the zero position compensation method of the wire control steering rack sensor as described in any one of the first aspects.

[0052] According to the fourth aspect of the present application, an embodiment of the present application provides a computer storage medium, on which computer program instructions are stored. When the computer program instructions are executed by a processor, the zero-position compensation method of the wire-controlled steering rack sensor of any one of the first aspect is implemented.

[0053] According to the fifth aspect of the present application, an embodiment of the present application provides a vehicle, which includes a wire-controlled steering rack sensor zero-position compensation device as described in any one of the second aspect and / or a wire-controlled steering rack sensor zero-position compensation device as described in any one of the third aspect.

[0054] The technical solution provided by the embodiments of the present application brings at least the following beneficial effects:

[0055] The embodiment of the present application provides a method, device, medium and vehicle for compensating the zero position of a rack sensor of a wire-controlled steering system, by obtaining a first compensation value of a rack sensor of a front wheel actuator of a vehicle and a first deflection angle between the zero position of the rack sensor and the straight-ahead mid-position of the vehicle; when the vehicle is in a straight-ahead state, according to the first deflection angle and the first compensation value, a median self-learning model is used to solve and obtain the actual compensation value of the rack sensor in the straight-ahead state; the deflection angle of the first deflection angle is adjusted according to the actual compensation value, so that the relative position relationship between the zero position of the rack sensor and the straight-ahead mid-position of the vehicle meets a preset condition. Based on this, the actual compensation value is obtained by calculating the first compensation value and the first deflection angle using a median self-learning model, and the first deflection angle of the rack sensor is deflected and adjusted according to the actual compensation value, so that the relative position relationship between the zero position of the rack sensor and the straight-ahead mid-position of the vehicle meets the preset condition, so that it can be considered that the zero position of the rack sensor is consistent with the straight-ahead mid-position of the vehicle, so that the driver does not need to provide a torque for returning the steering wheel to the steering wheel when the vehicle is driving in a straight line, which is convenient for the driver to operate and improves the driving experience of the vehicle.

[0056] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0057] The drawings herein are incorporated into the specification and constitute a part of the specification, illustrate embodiments consistent with the present application, and together with the specification are used to explain the principles of the present application, and do not constitute an improper limitation on the present application.

[0058] Figure 1 is a flow chart of a zero position compensation method of a steer-by-wire rack sensor according to an exemplary embodiment;

[0059] Figure 2 is another flow chart of a method for zero position compensation of a steer-by-wire rack sensor according to an exemplary embodiment;

[0060] Figure 3 is another flow chart of a method for zero position compensation of a steer-by-wire rack sensor according to an exemplary embodiment;

[0061] Figure 4 is another flow chart of a method for zero position compensation of a steer-by-wire rack sensor according to an exemplary embodiment;

[0062] Figure 5 is another flow chart of a method for zero position compensation of a steer-by-wire rack sensor according to an exemplary embodiment;

[0063] Figure 6 is another flow chart of a method for zero position compensation of a steer-by-wire rack sensor according to an exemplary embodiment;

[0064] Figure 7 is another flow chart of a method for zero position compensation of a steer-by-wire rack sensor according to an exemplary embodiment;

[0065] Figure 8 is a structural block diagram of a zero position compensation device for a steer-by-wire rack sensor according to an exemplary embodiment;

[0066] Fig. 9 The invention is a structural block diagram of a zero-position compensation device for a steer-by-wire rack sensor according to an exemplary embodiment. DETAILED DESCRIPTION

[0067] In order to more clearly understand the above-mentioned objectives, features and advantages of the present disclosure, the scheme of the present disclosure will be further described below. It should be noted that the embodiments of the present disclosure and the features in the embodiments can be combined with each other without conflict.

[0068] In the following description, many specific details are set forth to facilitate a full understanding of the present disclosure, but the present disclosure may also be implemented in other ways different from those described herein; it is obvious that the embodiments in the specification are only part of the embodiments of the present disclosure, rather than all of the embodiments.

[0069] As described in the background technology, when a vehicle is driving in a straight line, due to issues such as sensor calibration, vehicle positioning, and road environment, the steering wheel needs to be deflected to a certain angle to maintain the vehicle's straight driving, otherwise the vehicle will deviate. In order to prevent the vehicle from deviating, the driver needs to provide a certain return torque to return the steering wheel to the center position. This will cause the driver's left and right hand feel to be asymmetrical when driving the vehicle in a straight line, affecting the driving experience of the vehicle.

[0070] In order to solve the problems of the prior art, the embodiment of the present application adopts a median self-learning model to calculate the first compensation value and the first deflection angle to obtain an actual compensation value, and uses the actual compensation value to compensate for the first deflection angle, so that the zero position of the rack sensor is consistent with the straight-ahead median position of the vehicle, so that the driver does not need to provide a torque to the steering wheel to return the steering wheel to the center when the vehicle is driving in a straight line, which facilitates the driver's operation and improves the driving experience of the vehicle.

[0071] Based on this, the present application provides a wire-controlled steering rack sensor zero-position compensation method, device, medium and vehicle. The following first introduces the wire-controlled steering rack sensor zero-position compensation method provided in the embodiment of the present application. The method is applied to the rack sensor and includes:

[0072] Figure 1 A flow chart of a zero-position compensation method for a steer-by-wire rack sensor provided by an embodiment of the present application is shown.

[0073] like Figure 1 As shown, in one embodiment, the method may include:

[0074] S101, obtaining a first compensation value of a rack sensor of a front wheel actuator of the vehicle and a first deflection angle between a zero position of the rack sensor and a straight-ahead mid-position of the vehicle;

[0075] S102, when the vehicle is in a straight-ahead state, using a median self-learning model to solve according to the first deflection angle and the first compensation value, to obtain an actual compensation value of the rack sensor in the straight-ahead state;

[0076] S103, adjusting the deflection angle of the first deflection angle according to the actual compensation value, so that the relative position relationship between the zero position of the rack sensor and the straight-ahead middle position of the vehicle meets a preset condition.

[0077] Based on the above embodiment, by obtaining the first compensation value of the rack sensor of the front wheel actuator of the vehicle and the first deflection angle between the zero position of the rack sensor and the straight middle position of the vehicle; when the vehicle is in a straight state, according to the first deflection angle and the first compensation value, the median self-learning model is used to solve and obtain the actual compensation value of the rack sensor in the straight state; according to the actual compensation value, the deflection angle of the first deflection angle is adjusted so that the relative position relationship between the zero position of the rack sensor and the straight middle position of the vehicle meets the preset conditions. Based on this, the actual compensation value is calculated by using the median self-learning model to calculate the first compensation value and the first deflection angle, and the first deflection angle of the rack sensor is deflected and adjusted according to the actual compensation value, so that the relative position relationship between the zero position of the rack sensor and the straight middle position of the vehicle meets the preset conditions, so that it can be considered that the zero position of the rack sensor is consistent with the straight middle position of the vehicle, so that the driver does not need to provide a torque for returning the steering wheel to the steering wheel when the vehicle is driving in a straight line, which is convenient for the driver to operate and improves the driving experience of the vehicle.

[0078] In the above S101, the front wheel actuator of the vehicle is suitable for the steer-by-wire system. The steer-by-wire system eliminates the mechanical connection between the steering wheel and the steering wheel in the traditional steering system, receives the driver's steering input through a hand force simulator and simulates the steering feel, and controls the angle of the steering wheel through the front wheel actuator. The hand force simulator and the front wheel actuator exchange the signals required for the control of both parties through electrical signals.

[0079] Among them, the front wheel actuator may include a motor, a motor position sensor, a reduction mechanism, a rack sensor, and a control unit, which are used to control the steering wheel to respond to the desired steering angle issued by the hand force simulator. When the vehicle is in a straight-ahead state, that is, the vehicle is driving in a straight line, it is well known that the driver's expected front wheel actuator zero position is zero, and the vehicle does not deflect, that is, the steering angle is 0°; correspondingly, the direction of the vehicle's straight-ahead mid-position is consistent with the direction of the driver's expected front wheel actuator zero position, but due to the reasons of the front wheel actuator itself and the changes in the vehicle's four-wheel alignment parameters, an angle is formed between the rack sensor's zero position and the vehicle's straight-ahead mid-position, that is, the first deflection angle.

[0080] The vehicle's straight-ahead center position refers to the center line or center axis of the vehicle when it is driving straight. On the road, the vehicle's straight-ahead center position usually refers to the center line between the vehicle's tires. The vehicle's straight-ahead center position is very important to the driver because accurately mastering the vehicle's straight-ahead center position can help the driver maintain the stability and accuracy of the vehicle in the lane. Under normal circumstances, the driver should try to keep the vehicle in the straight-ahead center position to ensure a safe distance from other vehicles and avoid collisions and traffic accidents.

[0081] The compensation value of each compensation performed by the front wheel actuator will be stored in the memory of the vehicle, so the first compensation value of the front wheel actuator when it was last compensated can be directly retrieved from the memory.

[0082] In the above S102, using the first deflection angle and the first compensation value obtained in the above S101, the actual compensation value currently required by the vehicle rack sensor can be solved using the median self-learning model.

[0083] As an example, the median self-learning model is a model that learns the position of the rack sensor of the front wheel actuator when the vehicle is traveling in a straight line through an algorithm.

[0084] Specifically, the median self-learning model is a first-order filter function; the calculation method of the first-order filter function is:

[0085] Calculating a difference between a first deflection angle and a first compensation value;

[0086] Solve the product of the filter coefficient and the difference;

[0087] The sum of the product and the first compensation value is determined as the actual compensation value.

[0088] More specifically, the median self-learning model includes:

[0089] y(n)=y(m)+filterFactor×(x(n)-y(m));

[0090] Among them, y(n) is the actual compensation value; y(m) is the first compensation value; x(n) is the first deflection angle; filterFactor is the filter coefficient.

[0091] In the above S103, after obtaining the actual compensation value required by the rack sensor in the current straight-ahead state, the deflection angle of the first deflection angle can be adjusted according to the actual compensation value. Specifically, the sum of the deflection angle of the first deflection angle and the actual compensation value is the compensated deflection angle after compensation, so that the relative position of the zero position of the rack sensor and the straight-ahead center position of the vehicle can meet the preset conditions.

[0092] As an example, due to the possibility of mechanical errors, the zero position of the rack sensor and the straight-ahead center position of the vehicle may not necessarily completely coincide with each other. Therefore, as long as the relative position between the zero position of the rack sensor and the straight-ahead center position of the vehicle meets the preset conditions, it can be considered that the zero position of the rack sensor and the straight-ahead center position of the vehicle coincide with each other; more specifically, the preset conditions can be -0.5° to 0.5°.

[0093] As an example, the actual compensation value is a vector, and the deflection direction is determined according to the direction of the actual compensation value. For example, when the actual compensation value is a positive number, the deflection direction is clockwise, and when the actual compensation value is a negative number, the deflection direction is counterclockwise.

[0094] In order to improve the effectiveness of the actual compensation value, the present application also provides another implementation of the zero-position compensation method of the wire-controlled steering rack sensor.

[0095] Figure 2 Another schematic diagram of the process flow of the zero position compensation method of the wire control steering rack sensor provided by an embodiment of the present application is shown as follows: Figure 2 As shown, before the above method S102, the method further includes:

[0096] S201, determining that a first deflection angle is greater than a first threshold.

[0097] Based on the above embodiment, by pre-judging the relationship between the first deflection angle and the first threshold, it is first determined whether the first deflection angle is an error. Only when it is determined that the first deflection angle is wrong, the actual compensation value is calculated through the first deflection angle, thereby improving the effectiveness of the actual compensation value.

[0098] In the above S201, the first threshold may be 0.2°. When the first deflection angle is greater than the first threshold, it is considered that the angle between the zero position of the first deflection angle and the vehicle's straight-ahead mid-position will not actually affect the driver's driving experience.

[0099] More specifically, before the above S103, the method may further include:

[0100] S202: When the first deflection angle is less than or equal to a first threshold, determine that the first compensation value is an actual compensation value.

[0101] In the above S202, when the first deflection angle is less than or equal to the first threshold, it is considered that the first deflection angle is very small and is an error. Therefore, the first deflection angle does not affect the driver's driving experience. Therefore, there is no need to recalculate the actual compensation value. Only the original first compensation value needs to be used to compensate the rack sensor.

[0102] In order to improve the compensation effect during compensation, the present application also provides another implementation of the zero-position compensation method of the wire-controlled steering rack sensor.

[0103] Figure 3 Another schematic diagram of the process flow of the zero position compensation method of the wire control steering rack sensor provided by an embodiment of the present application is shown as follows: Figure 3 As shown, the above method S103 also includes:

[0104] S301, obtaining compensation parameters of the rack sensor;

[0105] S302: Based on the compensation parameter, control the deflection compensation of the first deflection angle according to the actual compensation value.

[0106] Based on the above embodiment, by acquiring the compensation parameters of the rack sensor and controlling the rack sensor according to the compensation parameters, the occurrence of situations in which the normal working capacity of the rack sensor is exceeded during the compensation process is reduced, so that the rack sensor can stably and effectively compensate according to the actual compensation value or the first compensation value.

[0107] In the above S301, the compensation parameter is a property of the rack sensor and can be directly obtained through the nameplate, instruction manual, etc. of the rack sensor;

[0108] As an example, the compensation parameter may include at least one of a compensation rate threshold, a compensation limit value, and a compensation time of the rack sensor.

[0109] In the above S302, deflection compensation is performed according to the requirement of compensation parameters;

[0110] As an example, it can be determined according to the compensation parameter whether to perform deflection compensation on the first deflection angle according to the first compensation value or according to the actual compensation value.

[0111] As an example, when the compensation parameter is the compensation time, the control completes the deflection compensation within the compensation time period when performing the deflection compensation operation.

[0112] In order to further improve the compensation effect, the present application also provides another implementation of the zero-position compensation method of the wire-controlled steering rack sensor.

[0113] When the compensation parameter is the compensation limit;

[0114] Figure 4 Another schematic diagram of the process flow of the zero position compensation method of the wire control steering rack sensor provided by an embodiment of the present application is shown as follows: Figure 4 As shown, the above method S302 may include:

[0115] S401, when the actual compensation value is less than or equal to the compensation limit value, using the actual compensation value to perform deflection compensation on the first deflection angle;

[0116] S402: When the actual compensation value is greater than the compensation limit value, use the compensation limit value to perform deflection compensation on the first deflection angle.

[0117] Based on the above embodiment, by determining the compensation limit, the limit of the rack sensor's compensation angle is determined, thereby preventing the actual compensation value from exceeding the rack sensor's compensation limit, ensuring that the rack sensor can compensate according to the actual compensation value or the compensation limit.

[0118] In the above S401, if the actual compensation value is less than or equal to the compensation limit value, it means that the rack sensor can be compensated according to the actual compensation value, and the first deflection angle can be compensated by using the actual compensation value.

[0119] In the above S402, if the actual compensation value is greater than the compensation limit, the actual compensation value has exceeded the capacity of the rack sensor, and the rack sensor can no longer compensate for the first deflection angle according to the actual compensation value. Therefore, the rack sensor can only compensate for the first deflection angle according to the compensation limit.

[0120] In order to further improve the compensation effect, the present application also provides another implementation of the zero-position compensation method of the wire-controlled steering rack sensor.

[0121] When the compensation parameter is the compensation rate threshold;

[0122] Figure 5 Another schematic diagram of the process flow of the zero position compensation method of the wire control steering rack sensor provided by an embodiment of the present application is shown as follows: Figure 5 As shown, the above method S302 may include:

[0123] S501, performing deflection compensation on a first deflection angle step by step according to an actual compensation value at a target compensation rate, wherein the target compensation rate does not exceed a compensation rate threshold.

[0124] As an example, the compensation rate threshold is 2° / s, and in the process of controlling the first deflection angle and then further deflecting according to the actual compensation value, the deflection is performed at a rate not exceeding 2° / s.

[0125] Based on the above embodiment, the rate at which the actual compensation value is compensated is controlled according to the compensation rate threshold, thereby ensuring that the rack sensor can operate normally, avoiding failure of the rack sensor, and ensuring the compensation effect of the first deflection angle.

[0126] In order to accurately determine the operating state of the vehicle, the present application also provides another implementation of the zero-position compensation method of the wire-controlled steering rack sensor.

[0127] Figure 6 Another schematic diagram of the process flow of the zero position compensation method of the wire control steering rack sensor provided by an embodiment of the present application is shown as follows: Figure 6 As shown, before the above step S102, the method may further include:

[0128] S601, obtaining vehicle status information of the vehicle;

[0129] S602, when the vehicle state information satisfies the vehicle state condition, determining that the vehicle is in a straight-moving state;

[0130] Based on the above embodiment, after obtaining the vehicle status information of the vehicle according to various types of sensors arranged on the vehicle, it is judged whether the vehicle status information satisfies the status conditions, thereby determining whether the vehicle is in a straight-ahead state, and determining whether the first deflection angle of the rack sensor needs to be compensated, thereby improving the accuracy of determining the vehicle's operating status.

[0131] In the above S601, the vehicle is provided with a variety of sensors, such as a speed sensor, a steering sensor, a control system detection sensor, etc., which can obtain the working status of each structure on the vehicle in real time, thereby obtaining the vehicle status information of the vehicle.

[0132] As an example, the vehicle status information may include: vehicle speed, vehicle longitudinal acceleration, vehicle yaw angular velocity, steering device steering angle and steering angular velocity, steering device angular velocity absolute value, steering device torque absolute value, steering device angle absolute value, intelligent control system working status and steering device working status.

[0133] Among them, the steering device may include a steering wheel, a steering gear and other structures for controlling the direction of the vehicle; the intelligent control system may include: an automatic driving assistance system, an anti-lock braking control system, a traction control system, a vehicle dynamic control system and other systems for assisting vehicle driving.

[0134] In the above S602, the vehicle status condition may include:

[0135] The first preset driving speed ≤ the vehicle driving speed ≤ the second preset driving speed. Specifically, the first preset driving speed may be 30 kph, and the second preset driving speed may be 200 kph;

[0136] The vehicle longitudinal acceleration is less than or equal to the preset vehicle longitudinal acceleration. Specifically, the preset vehicle longitudinal acceleration may be 0.2 g.

[0137] The vehicle yaw rate ≤ the yaw rate threshold. Specifically, the yaw rate threshold may correspond to the vehicle driving speed. Under different vehicle driving speeds, the corresponding yaw rate threshold is also different and needs to be further determined according to the vehicle driving speed.

[0138] The absolute value of the steering angular velocity of the steering device is less than the preset steering angular velocity of the steering device. Specifically, the preset steering angular velocity of the steering device may be 36 degps;

[0139] The steering device steering torque absolute value is less than or equal to a preset steering device steering torque absolute value. Specifically, the preset steering device steering torque absolute value may be 2 Nm.

[0140] The absolute value of the steering angle of the steering device is less than or equal to the absolute value of the preset steering angle of the steering device, and the yaw rate threshold corresponds to the vehicle speed. Specifically, the absolute value of the preset steering angle of the steering device may be 5 degrees.

[0141] The working state of the intelligent control system is not enabled;

[0142] The steering device works in normal condition.

[0143] If the vehicle status information of the vehicle does not satisfy any of the above conditions, it means that the vehicle is not in a straight-moving state at this time. It should be noted that the straight-moving state in the present application is only used to limit the technical solution of the present application, and is not a straight-moving state in a broad sense.

[0144] In order to compensate for the first deflection angle of the vehicle rack sensor under different states, the present application also provides another implementation of the zero position compensation method of the steer-by-wire rack sensor.

[0145] Figure 7 Another schematic diagram of the process flow of the zero position compensation method of the wire control steering rack sensor provided by an embodiment of the present application is shown as follows: Figure 7 As shown, after the above step S101, the method may further include:

[0146] S701, when the vehicle is not in a straight-ahead state, performing a compensation operation on a first deflection angle according to a first compensation value, so that a zero position of the rack sensor is consistent with a straight-ahead middle position of the vehicle.

[0147] Based on the above embodiment, when the vehicle is not moving straight, the first compensation value is used to compensate for the first deflection angle without recalculating the actual compensation value, thereby compensating for the first deflection angle of the vehicle under different driving conditions.

[0148] In the above S701, since the vehicle is not in a straight-moving state, it is not necessary to calculate the actual compensation value through the self-learning model, and the first compensation value can be directly used to compensate the first deflection angle.

[0149] It should be noted that the application scenarios described in the above-mentioned embodiments of the present application are intended to more clearly illustrate the technical solutions of the embodiments of the present application, and do not constitute a limitation on the technical solutions provided in the embodiments of the present application. Ordinary technicians in this field can know that with the emergence of new application scenarios, the technical solutions provided in the embodiments of the present application are also applicable to similar technical problems.

[0150] Based on the same inventive concept, the present application also provides a zero position compensation device 800 for a wire-controlled steering rack sensor. Figure 8 Provide detailed explanation.

[0151] Figure 8 A schematic diagram of the hardware structure of a zero-position compensation device 800 for a steer-by-wire rack sensor provided in an embodiment of the present invention is shown.

[0152] like Figure 8 As shown, the zero position compensation device 800 of the steer-by-wire rack sensor may include:

[0153] A first acquisition module 810 is used to acquire a first compensation value of a rack sensor of a front wheel actuator of the vehicle and a first deflection angle between a zero position of the rack sensor and a straight-ahead mid-position of the vehicle;

[0154] A solution module 820 is used to solve, when the vehicle is in a straight-ahead state, according to the first deflection angle and the first compensation value, using a median self-learning model to obtain an actual compensation value of the rack sensor in the straight-ahead state;

[0155] The compensation module 830 is used to adjust the deflection angle of the first deflection angle according to the actual compensation value so that the relative position relationship between the zero position of the rack sensor and the straight-ahead middle position of the vehicle meets a preset condition.

[0156] Based on the above embodiment, the first acquisition module 810 acquires the first compensation value of the rack sensor of the front wheel actuator of the vehicle and the first deflection angle between the zero position of the rack sensor and the straight middle position of the vehicle; when the vehicle is in a straight state, the first acquisition module 810 uses the median self-learning model to solve according to the first deflection angle and the first compensation value to obtain the actual compensation value of the rack sensor in the straight state; the compensation module 830 adjusts the deflection angle of the first deflection angle according to the actual compensation value, so that the relative position relationship between the zero position of the rack sensor and the straight middle position of the vehicle meets the preset condition. Based on this, the actual compensation value is obtained by calculating the first compensation value and the first deflection angle using the median self-learning model, and the first deflection angle of the rack sensor is deflected and adjusted according to the actual compensation value, so that the relative position relationship between the zero position of the rack sensor and the straight middle position of the vehicle meets the preset condition, so that it can be considered that the zero position of the rack sensor is consistent with the straight middle position of the vehicle, so that the driver does not need to provide a torque for returning the steering wheel to the steering wheel when the vehicle is driving in a straight line, which is convenient for the driver to operate and improves the driving experience of the vehicle.

[0157] Optionally, the steer-by-wire rack sensor zero position compensation device 800 may further include:

[0158] The first determination module is configured to determine that the first deflection angle is greater than a first threshold.

[0159] The second determination module is configured to determine that the first compensation value is an actual compensation value when the first deflection angle is less than or equal to a first threshold.

[0160] Optionally, the compensation module 830 may include:

[0161] An acquisition unit, used for acquiring compensation parameters of the rack sensor;

[0162] The compensation unit is used to control the deflection compensation of the first deflection angle according to the actual compensation value based on the compensation parameter.

[0163] Optionally, the compensation unit may include:

[0164] A first compensation subunit, configured to compensate the first deflection angle using the actual compensation value when the actual compensation value is less than or equal to the compensation limit value;

[0165] The second compensation subunit is used to compensate the first deflection angle by using the first compensation value when the actual compensation value is greater than the compensation limit value.

[0166] Optionally, the compensation unit may further include:

[0167] The third compensation module is used to gradually compensate the first deflection angle according to the actual compensation value at a target compensation rate, and the target compensation rate does not exceed the compensation rate threshold.

[0168] Optionally, the steer-by-wire rack sensor zero position compensation device 800 may further include:

[0169] A second acquisition module is used to acquire vehicle status information of the vehicle;

[0170] The third determination module is used to determine that the vehicle is in a straight-moving state when the vehicle state information satisfies the vehicle state condition.

[0171] The shading adjustment method provided in the embodiment of the present application can achieve Figure 1-7 The various processes implemented in any one of the embodiments of the zero-position compensation method for the linear steering rack sensor can achieve the same technical effect. To avoid repetition, they will not be described here.

[0172] Fig. 9 A schematic diagram of the hardware structure of a zero-position compensation device for a steer-by-wire rack sensor provided in an embodiment of the present invention is shown.

[0173] The steer-by-wire rack sensor zero position compensation device may include a processor 901 and a memory 902 storing computer program instructions.

[0174] Specifically, the processor 901 may include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or may be configured to implement one or more integrated circuits of the embodiments of the present invention.

[0175] The memory 902 may include a large capacity memory for data or instructions. By way of example and not limitation, the memory 902 may include a hard disk drive (HDD), a floppy disk drive, a flash memory, an optical disk, a magneto-optical disk, a magnetic tape, or a universal serial bus (USB) drive or a combination of two or more of these. In appropriate cases, the memory 902 may include a removable or non-removable (or fixed) medium. In appropriate cases, the memory 902 may be inside or outside the integrated gateway disaster recovery device. In a specific embodiment, the memory 902 is a non-volatile solid-state memory.

[0176] In certain embodiments, the memory 902 may include a read-only memory (ROM), a random access memory (RAM), a magnetic disk storage media device, an optical storage media device, a flash memory device, an electrical, optical or other physical / tangible memory storage device. Thus, typically, the memory 902 includes one or more tangible (non-transitory) computer-readable storage media (e.g., a memory device) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors 901), it is operable to perform the operations described with reference to the method according to an aspect of the present application.

[0177] The processor 901 implements any one of the zero position compensation methods for the steer-by-wire rack sensor in the above embodiments by reading and executing the computer program instructions stored in the memory 902 .

[0178] In one example, the steer-by-wire rack sensor zero position compensation device may further include a communication interface 903 and a bus 904. As shown in the figure, the processor 901, the memory 902, and the communication interface 903 are connected through the bus 904 and communicate with each other.

[0179] The communication interface 903 is mainly used to implement communication between various modules, devices, units and / or equipment in the embodiment of the present invention.

[0180] Bus 904 includes hardware, software or both. For example, but not limitation, bus 904 may include accelerated graphics port (AGP) or other graphics bus, enhanced industry standard architecture (EISA) bus, front side bus (FSB), hypertransport (HT) interconnection, industry standard architecture (ISA) bus, wireless bandwidth interconnection, low pin count (LPC) bus, memory bus, micro channel architecture (MCA) bus, peripheral control interconnect (PCI) bus, PCI-Express (PCI-X) bus, serial advanced technology attachment (SATA) bus, video electronics standard association local (VLB) bus or other suitable bus or two or more of these combinations. Where appropriate, bus 904 may include one or more buses 904. Although the present application embodiment describes and shows a specific bus 904, the present application considers any suitable bus 904 or interconnection.

[0181] The wire-controlled steering rack sensor zero position compensation device can be based on the current wire-controlled steering rack sensor zero position compensation method, thereby realizing the combination of Figure 1-Figure 8 The described steering-by-wire rack sensor zero-position compensation method and steering-by-wire rack sensor zero-position compensation device 800 are provided.

[0182] In addition, an embodiment of the present application further provides a computer program product, including computer program instructions, which can implement the steps and corresponding contents of the aforementioned method embodiment when the computer program product is executed by the processor 901.

[0183] It should be clear that the present application is not limited to the specific configuration and processing described above and shown in the figures. For the sake of simplicity, a detailed description of the known method is omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of the present application is not limited to the specific steps described and shown, and those skilled in the art can make various changes, modifications and additions, or change the order between the steps after understanding the spirit of the present application.

[0184] The functional blocks shown in the above-described block diagram can be implemented as hardware, software, firmware or a combination thereof. When implemented in hardware, it can be, for example, an electronic circuit, an application specific integrated circuit (ASIC), appropriate firmware, a plug-in, a function card, etc. When implemented in software, the elements of the present application are programs or code segments that are used to perform the required tasks. The program or code segment can be stored in a machine-readable medium, or transmitted on a transmission medium or a communication link by a data signal carried in a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, optical fiber media, radio frequency (RF) links, etc. The code segment can be downloaded via a computer network such as the Internet, an intranet, etc.

[0185] It should also be noted that the exemplary embodiments mentioned in this application describe some methods or systems based on a series of steps or devices. However, this application is not limited to the order of the above steps, that is, the steps can be performed in the order mentioned in the embodiment, or in a different order from the embodiment, or several steps can be performed simultaneously.

[0186] Aspects of the present disclosure are described above with reference to flowcharts and / or block diagrams of methods, devices (systems) and computer program products according to embodiments of the present disclosure. It should be understood that each box in the flowchart and / or block diagram and the combination of boxes in the flowchart and / or block diagram can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable wire-controlled steering rack sensor zero-position compensation device 800 to produce a machine so that these instructions executed by the processor of the computer or other programmable wire-controlled steering rack sensor zero-position compensation device 800 enable the implementation of the functions / actions specified in one or more boxes of the flowchart and / or block diagram. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field programmable logic circuit. It can also be understood that each box in the block diagram and / or flowchart and the combination of boxes in the block diagram and / or flowchart can also be implemented by dedicated hardware that performs the specified function or action, or can be implemented by a combination of dedicated hardware and computer instructions.

[0187] The above is only a specific implementation of the present application. Those skilled in the art can clearly understand that for the convenience and simplicity of description, the specific working processes of the systems, modules and units described above can refer to the corresponding processes in the aforementioned method embodiments, and will not be repeated here. It should be understood that the protection scope of the present application is not limited to this. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed in this application, and these modifications or replacements should be included in the protection scope of this application.

Claims

1. A zero position compensation method for a wire-controlled steering rack sensor, characterized in that: The method comprises: Acquire a first compensation value of a rack sensor of a front wheel actuator of the vehicle and a first deflection angle between a zero position of the rack sensor and a straight-ahead mid-position of the vehicle; When the vehicle is in a straight-ahead state, according to the first deflection angle and the first compensation value, a median self-learning model is used to solve to obtain an actual compensation value of the rack sensor in the straight-ahead state; The deflection angle of the first deflection angle is adjusted according to the actual compensation value so that the relative position relationship between the zero position of the rack sensor and the straight-ahead middle position of the vehicle meets a preset condition.

2. The method according to claim 1, characterized in that Before obtaining the actual compensation value of the rack sensor in the straight-ahead state by solving the first deflection angle and the first compensation value using a median self-learning model, the method further includes: It is determined that the first deflection angle is greater than a first threshold.

3. The method according to claim 2, characterized in that Before adjusting the deflection angle of the first deflection angle according to the actual compensation value so that the relative position relationship between the zero position of the rack sensor and the straight-ahead middle position of the vehicle meets a preset condition, the method further includes: When the first deflection angle is less than or equal to the first threshold, the first compensation value is determined to be an actual compensation value.

4. The method according to claim 1, characterized in that The step of adjusting the deflection angle of the first deflection angle according to the actual compensation value comprises: Obtaining compensation parameters of the rack sensor; Based on the compensation parameter, controlling the deflection compensation of the first deflection angle according to the actual compensation value.

5. The method according to claim 4, characterized in that The compensation parameters include: compensation limit value; The step of controlling, based on the compensation parameter, to perform deflection compensation on the first deflection angle according to the actual compensation value comprises: When the actual compensation value is less than or equal to the compensation limit value, using the actual compensation value to perform deflection compensation on the first deflection angle; In a case where the actual compensation value is greater than the compensation limit value, the compensation limit value is used to perform deflection compensation on the first deflection angle.

6. The method according to claim 4, characterized in that The compensation parameters include: compensation rate threshold; The step of controlling, based on the compensation parameter, to perform deflection compensation on the first deflection angle according to the actual compensation value comprises: Deflection compensation is performed on the first deflection angle according to the actual compensation value at a target compensation rate, and the target compensation rate does not exceed the compensation rate threshold.

7. The method according to claim 1, characterized in that The median self-learning model is a first-order filter function. The median self-learning model is used to solve the first deflection angle and the first compensation value to obtain the actual compensation value of the rack sensor in the straight-ahead state, including: calculating a difference between the first deflection angle and the first compensation value; Solving the product of the filter coefficient and the difference; A sum between the product and the first compensation value is determined as the actual compensation value.

8. The method according to claim 7, characterized in that: The median self-learning model includes: y(n)=y(m)+filterFactor×(x(n)-y(m)); Among them, y(n) is the actual compensation value; y(m) is the first compensation value; x(n) is the first deflection angle; filterFactor is the filter coefficient.

9. The method according to claim 1, characterized in that: When the vehicle is in a straight-ahead state, before obtaining an actual compensation value of the rack sensor in the straight-ahead state by solving the first deflection angle and the first compensation value using a median self-learning model, the method further includes: Obtaining vehicle status information of the vehicle; When the vehicle state information satisfies a vehicle state condition, it is determined that the vehicle is in a straight-moving state.

10. The method according to claim 9, characterized in that The vehicle status information includes: vehicle speed, vehicle longitudinal acceleration, vehicle yaw angular velocity, steering angle and steering angular velocity of the steering device, absolute value of steering angular velocity, absolute value of steering torque, absolute value of steering angle, working state of the intelligent control system and working state of the steering device.

11. The method according to claim 10, characterized in that The vehicle status conditions include: The first preset driving speed is less than or equal to the vehicle driving speed and is less than or equal to the second preset driving speed; The vehicle longitudinal acceleration is less than or equal to a preset vehicle longitudinal acceleration; The vehicle yaw rate is less than or equal to a yaw rate threshold; The absolute value of the steering angular velocity of the steering device is less than a preset steering angular velocity of the steering device; The steering device steering torque absolute value is less than or equal to a preset steering device steering torque absolute value; The absolute value of the steering angle of the steering device is less than or equal to a preset absolute value of the steering angle of the steering device, and the yaw rate threshold corresponds to the vehicle speed; The working state of the intelligent control system is a non-enabled state; The working state of the steering device is a normal state.

12. The method according to any one of claims 1 to 11, characterized in that After acquiring the first compensation value of the rack sensor of the front wheel actuator of the vehicle and the first deflection angle between the zero position of the rack sensor and the straight-ahead middle position of the vehicle, the method further includes: When the vehicle is not in a straight-ahead state, a compensation operation is performed on the first deflection angle according to the first compensation value, so that the zero position of the rack sensor is consistent with the straight-ahead middle position of the vehicle.

13. A zero position compensation device for a wire-controlled steering rack sensor, characterized in that: The device comprises: A first acquisition module, used for acquiring a first compensation value of a rack sensor of a front wheel actuator of the vehicle and a first deflection angle between a zero position of the rack sensor and a straight-ahead mid position of the vehicle; a solving module, configured to solve, when the vehicle is in a straight-ahead state, according to the first deflection angle and the first compensation value by using a median self-learning model to obtain an actual compensation value of the rack sensor in the straight-ahead state; The compensation module is used to adjust the deflection angle of the first deflection angle according to the actual compensation value so that the relative position relationship between the zero position of the rack sensor and the straight-ahead middle position of the vehicle meets a preset condition.

14. A zero position compensation device for a wire-controlled steering rack sensor, characterized in that: The device comprises: a processor and a memory storing computer program instructions; When the processor executes the computer program instructions, the zero-position compensation method for the wire-controlled steering rack sensor as described in any one of claims 1-8 is implemented.

15. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer program instructions, and when the computer program instructions are executed by a processor, the zero-position compensation method for a steer-by-wire rack sensor is implemented as described in any one of claims 1 to 12. 16 . A vehicle, comprising the steer-by-wire rack sensor zero-position compensation device according to claim 13 and / or the steer-by-wire rack sensor zero-position compensation apparatus according to claim 14 .

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