Steering-by-wire rack sensor zero offset compensation method, apparatus, medium, and vehicle

Abstract

The application discloses a kind of drive-by-wire steering rack sensor zero compensation method, equipment, medium and vehicle, the method comprises: obtaining the first compensation value of the rack sensor of the front wheel actuator of vehicle and the first deflection angle of the rack sensor zero position and the median of vehicle straight-ahead;In the case where vehicle is in straight-ahead state, according to the first deflection angle and the first compensation value, the actual compensation value of rack sensor in straight-ahead state is obtained by using median self-learning model solution;According to the deflection angle of actual compensation value adjustment first deflection angle.The above, the actual compensation value is obtained by calculating the first compensation value and the first deflection angle by median self-learning model, and the first deflection angle is compensated using the actual compensation value, so that the zero position of rack sensor and the median of vehicle straight-ahead are consistent, so that the driver does not need to provide the torque of return steering wheel, facilitate the operation of driver, improve the driving experience of vehicle.

Description

Technical Field

[0001] This application belongs to the field of vehicle control technology, and in particular relates to a method, device, medium and vehicle for zero-position compensation of a steer-by-wire rack sensor. Background Technology

[0002] With the development of vehicle technology, the use of steer-by-wire systems has gradually replaced the mechanical connection between the steering wheel and the steering wheels, which has become a development trend. In the process of adopting steer-by-wire, 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 so that the zero position of the steering wheel angle sensor is consistent with the horizontal position of the steering wheel, and the zero position of the rack sensor is consistent with the straight center position of the vehicle.

[0003] During the calibration process of the aforementioned sensor positions, errors in center position calibration may occur due to factors such as the front wheel actuators and vehicle-related issues, resulting in a discrepancy between the zero position of the rack sensor and the straight-line center position of the vehicle. Furthermore, changes in the four-wheel alignment parameters during vehicle use (e.g., changes in suspension, road slope, etc.) can also lead to a mismatch between the zero position of the rack sensor and the straight-line center position of the vehicle.

[0004] This means that when driving in a straight line, the steering wheel needs to be turned at a certain angle to maintain the vehicle's straight-line direction; otherwise, the vehicle will veer off course. To prevent this, the driver needs to provide a certain amount of return torque to straighten the steering wheel. This results in an asymmetrical feel between the left and right sides of the steering wheel while driving in a straight line, affecting the driving experience. Summary of the Invention

[0005] This application provides a method, device, medium, and vehicle for zero-position compensation of a steer-by-wire rack sensor, which improves the driving experience of the vehicle.

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

[0007] Acquire 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-line center position of the vehicle;

[0008] When the vehicle is traveling straight, the actual compensation value of the rack sensor in the straight-going state is obtained by using the median self-learning model based on the first deflection angle and the first compensation value.

[0009] 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-line center position of the vehicle meets the preset conditions.

[0010] Optionally, before obtaining the actual compensation value of the rack sensor in straight-line mode by using a median self-learning model based on the first deflection angle and the first compensation value, the method further includes:

[0011] Determine that the first deflection angle is greater than the first threshold.

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

[0013] If 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, the deflection angle of the first deflection angle is adjusted according to the actual compensation value, including:

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

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

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

[0018] Based on the compensation parameters, the control performs deflection compensation on the first deflection angle according to the actual compensation value, including:

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

[0020] If the actual compensation value is greater than the compensation limit, the first deflection angle is compensated using the compensation limit.

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

[0022] Based on the compensation parameters, the control performs deflection compensation on the first deflection angle according to the actual compensation value, including:

[0023] The first deflection angle is compensated step by step according to the actual compensation value at the 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. Based on the first deflection angle and the first compensation value, the median self-learning model is used to solve for the actual compensation value of the rack sensor in the straight-line state, including:

[0025] Calculate the difference between the first deflection angle and the first compensation value;

[0026] Solve for the product of the filter coefficients 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] Where y(n) is the actual compensation value; y(m) is the first compensation value; x(n) is the first deflection angle; and filterFactor is the filter coefficient.

[0031] Optionally, before obtaining the actual compensation value of the rack sensor in the straight-moving state by using a median self-learning model based on the first deflection angle and the first compensation value when the vehicle is in a straight-moving state, the method further includes:

[0032] Obtain vehicle status information;

[0033] If the vehicle status information meets the vehicle status conditions, the vehicle is determined to be in a straight-ahead state.

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

[0035] Optionally, vehicle status conditions include:

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

[0037] The vehicle's 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 system is less than or equal to the preset absolute value of the steering torque of the steering system.

[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 speed.

[0042] The intelligent control system is in an inactive state.

[0043] The steering system is in normal working condition.

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

[0045] When the vehicle is not traveling straight, the first deflection angle is compensated according to the first compensation value so that the zero position of the rack sensor is consistent with the straight-moving center position of the vehicle.

[0046] According to a second aspect of this application, a zero-position compensation device for a steer-by-wire rack sensor is provided, comprising:

[0047] The first acquisition module is used to acquire 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-line center position of the vehicle.

[0048] The solution module is used to solve, based on the first deflection angle and the first compensation value, using the median self-learning model to obtain the actual compensation value of the rack sensor in the straight-moving state when the vehicle is in a straight-moving 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-line center position of the vehicle meets the preset conditions.

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

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

[0052] According to a fourth aspect of this application, embodiments of this application provide a computer storage medium storing computer program instructions, which, when executed by a processor, implement the steer-by-wire rack sensor zero-position compensation method of any one of the first aspects.

[0053] According to a fifth aspect of this application, an embodiment of this application provides a vehicle that includes a steerable rack sensor zero-position compensation device as described in any of the second aspects and / or a steerable rack sensor zero-position compensation device as described in any of the third aspects.

[0054] The technical solutions provided by the embodiments of this application bring at least the following beneficial effects:

[0055] This application provides a method, device, medium, and vehicle for zero-position compensation of a rack sensor in steer-by-wire. It obtains a first compensation value of the rack sensor in the front wheel actuators of the vehicle and a first deflection angle between the zero position of the rack sensor and the straight-ahead center position of the vehicle. While the vehicle is traveling straight, the actual compensation value of the rack sensor in the straight-ahead state is obtained by using a center position self-learning model based on the first deflection angle and the first compensation value. The deflection angle of the first deflection angle is adjusted according to the actual compensation value so that the relative positional relationship between the zero position of the rack sensor and the straight-ahead center position of the vehicle meets a preset condition. Based on this, by using a center position self-learning model to calculate the actual compensation value from the first compensation value and the first deflection angle, and adjusting the first deflection angle of the rack sensor according to the actual compensation value, the relative positional relationship between the zero position of the rack sensor and the straight-ahead center position of the vehicle meets the preset condition. Therefore, it can be considered that the zero position of the rack sensor and the straight-ahead center position of the vehicle are consistent, thus eliminating the need for the driver to provide a torque to the steering wheel for centering when the vehicle is traveling straight, facilitating driver operation and improving the driving experience.

[0056] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0057] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application, and do not constitute an undue limitation of this application.

[0058] Figure 1 This is a flowchart illustrating a zero-position compensation method for a steer-by-wire rack sensor according to an exemplary embodiment;

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

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

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

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

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

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

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

[0066] Figure 9 This is a structural block diagram of a steer-by-wire rack sensor zero-position compensation device according to an exemplary embodiment. Detailed Implementation

[0067] To better understand the above-mentioned objectives, features, and advantages of this disclosure, the solutions disclosed herein will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described herein can be combined with each other.

[0068] Numerous specific details are set forth in the following description in order to provide a full understanding of this disclosure, but this disclosure may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some, and not all, of the embodiments of this disclosure.

[0069] As described in the background section, during straight-line driving, due to issues such as sensor calibration, vehicle positioning, and road conditions, the steering wheel needs to be turned at a certain angle to maintain straight-line driving; otherwise, the vehicle will veer off course. To prevent this, the driver needs to provide a certain return torque to straighten the steering wheel. This results in an asymmetry in the driver's left and right steering feel during straight-line driving, affecting the driving experience.

[0070] To address the problems in the prior art, this application embodiment uses a median self-learning model to calculate the actual compensation value based on the first compensation value and the first deflection angle. The actual compensation value is then used to compensate for the first deflection angle, ensuring that the zero position of the rack sensor is consistent with the straight-line median of the vehicle. This eliminates the need for the driver to apply a torque to the steering wheel to straighten it while the vehicle is traveling in a straight line, making it easier for the driver to operate and improving the driving experience.

[0071] Based on this, this application provides a method, device, medium, and vehicle for zero-position compensation of a steer-by-wire rack sensor. The zero-position compensation method for a steer-by-wire rack sensor provided in the embodiments of this application is described below. This method is applied to a rack sensor and includes:

[0072] Figure 1 A flowchart illustrating a zero-position compensation method for a steer-by-wire rack sensor according to an embodiment of this application is shown. Figure 1As shown, in one embodiment, the method may include:

[0073] S101, acquire 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-line center position of the vehicle;

[0074] S102, when the vehicle is in a straight-moving state, the actual compensation value of the rack sensor in the straight-moving state is obtained by using the median self-learning model based on the first deflection angle and the first compensation value.

[0075] S103, 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-line center position of the vehicle meets the preset conditions.

[0076] Based on the above embodiments, the first compensation value of the rack sensor of the front wheel actuator and the first deflection angle between the zero position of the rack sensor and the straight-ahead center position of the vehicle are obtained. When the vehicle is in a straight-ahead state, the actual compensation value of the rack sensor in the straight-ahead state is obtained by using a center position self-learning model based on the first deflection angle and the first compensation value. The deflection angle of the first deflection angle is adjusted according to the actual compensation value so that the relative positional relationship between the zero position of the rack sensor and the straight-ahead center position of the vehicle meets the preset conditions. Based on this, by using a center position self-learning model to calculate the actual compensation value from the first compensation value and the first deflection angle, and adjusting the first deflection angle of the rack sensor according to the actual compensation value, the relative positional relationship between the zero position of the rack sensor and the straight-ahead center position of the vehicle meets the preset conditions. Therefore, it can be considered that the zero position of the rack sensor and the straight-ahead center position of the vehicle are consistent, so that the driver does not need to provide a torque to the steering wheel for centering the steering wheel when the vehicle is traveling in a straight line, which facilitates driver operation and improves the driving experience.

[0077] In the above S101, the front wheel actuator is used in 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. It receives the driver's steering input through the hand force simulator and simulates the feel of steering. The angle of the steering wheel is controlled by the front wheel actuator. The hand force simulator and the front wheel actuator interact with each other through electrical signals to control the signals required by each other.

[0078] The front wheel actuator may include a motor, a motor position sensor, a reduction mechanism, a rack sensor, and a control unit. It is used to control the steering wheel response to the desired steering angle issued by the hand force simulator. When the vehicle is in a straight-line state, it is well known that the driver expects the front wheel actuator to be at zero position, and the vehicle will not deflect, i.e., the steering angle is 0°. Correspondingly, the direction of the vehicle's straight-line center position is consistent with the direction of the driver's desired front wheel actuator zero position. However, due to the front wheel actuator itself and changes in the vehicle's four-wheel alignment parameters, an angle will be formed between the zero position of the rack sensor and the vehicle's straight-line center position, i.e., the first deflection angle.

[0079] The center line or center axis of a vehicle when traveling straight refers to the vehicle's centerline or center line. On the road, the center line usually refers to the center line between the vehicle's tires. Maintaining the center line is crucial for drivers because it helps them maintain stability and accuracy within the lane. Under normal circumstances, drivers should try to keep their vehicles in the center line to ensure a safe distance from other vehicles and avoid collisions and traffic accidents.

[0080] The compensation value of each compensation performed by the front wheel actuator is stored in the vehicle's memory, so the first compensation value of the last compensation performed by the front wheel actuator can be retrieved directly from the memory.

[0081] In S102 above, using the first deflection angle and the first compensation value obtained in S101 above, the actual compensation value required by the vehicle rack sensor can be solved using the median self-learning model.

[0082] Specifically, the median self-learning model is a first-order filter function; the first-order filter function is calculated as follows:

[0083] Calculate the difference between the first deflection angle and the first compensation value;

[0084] Solve for the product of the filter coefficients and the difference;

[0085] The sum of the product and the first compensation value is determined as the actual compensation value.

[0086] More specifically, the median self-learning model includes:

[0087] y(n)=y(m)+filterFactor×(x(n)-y(m));

[0088] Where y(n) is the actual compensation value; y(m) is the first compensation value; x(n) is the first deflection angle; and filterFactor is the filter coefficient.

[0089] In the above S103, after obtaining the actual compensation value required by the rack sensor in the current straight-going state, the deflection angle of the first deflection angle can be adjusted according to the actual compensation value. Specifically, the deflection angle of the first deflection angle is added to the actual compensation value to obtain the compensation deflection angle after compensation. In this way, the relative position of the zero position of the rack sensor and the straight-going center position of the vehicle can meet the preset conditions.

[0090] As an example, due to the possibility of mechanical error, the zero position of the rack sensor and the straight-line center position of the vehicle may not be completely coincident. Therefore, as long as the relative position between the zero position of the rack sensor and the straight-line center position of the vehicle meets the preset conditions, it can be considered that the zero position of the rack sensor and the straight-line center position of the vehicle coincide. More specifically, the preset conditions can be -0.5° to 0.5°.

[0091] As an example, the actual compensation value is a vector, and the deflection direction is determined by the direction of the actual compensation value. For example, when the actual compensation value is positive, the deflection direction is clockwise, and when the actual compensation value is negative, the deflection direction is counterclockwise.

[0092] To improve the effectiveness of the actual compensation value, this application also provides another implementation of the zero-position compensation method for the steering rack sensor.

[0093] Figure 2 This paper illustrates another flowchart of a steer-by-wire rack sensor zero-position compensation method according to an embodiment of this application, as shown below. Figure 2 As shown, prior to method S102 above, the method further includes:

[0094] S201, determine that the first deflection angle is greater than the first threshold.

[0095] Based on the above embodiments, by pre-judging the relationship between the first deflection angle and the first threshold, it is determined whether the first deflection angle belongs to the error. Only when it is determined that the first deflection angle is wrong, the actual compensation value is calculated based on the first deflection angle, thereby improving the effectiveness of the actual compensation value.

[0096] In the above S201, the first threshold can 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 straight-line midpoint of the vehicle will not have an actual impact on the driver's driving experience.

[0097] More specifically, prior to S103 above, the method may further include:

[0098] S202, if the first deflection angle is less than or equal to the first threshold, determine the first compensation value as the actual compensation value.

[0099] In the above S202, if the first deflection angle is less than or equal to the first threshold, the first deflection angle is considered to be very small and belongs to the error. Therefore, the first deflection angle will not affect the driver's driving experience. Therefore, it is not necessary to recalculate the actual compensation value. It is only necessary to compensate the rack sensor with the original first compensation value.

[0100] To improve the compensation effect during compensation, this application also provides another implementation of the zero-position compensation method for the steering rack sensor.

[0101] Figure 3 This paper illustrates another flowchart of a steer-by-wire rack sensor zero-position compensation method according to an embodiment of this application, as shown below. Figure 3 As shown, the above method S103 further includes:

[0102] S301, Obtain the compensation parameters of the rack sensor;

[0103] S302, based on the compensation parameters, controls the deflection compensation of the first deflection angle according to the actual compensation value.

[0104] Based on the above embodiments, by obtaining the compensation parameters of the rack sensor and controlling the rack sensor according to the compensation parameters, the occurrence of situations exceeding the normal working capacity of the rack sensor 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.

[0105] In S301 above, the compensation parameter is an attribute of the rack sensor, which can be directly obtained from the rack sensor's nameplate, instruction manual, etc.

[0106] As an example, compensation parameters may include at least one of the following: compensation rate threshold, compensation limit, and compensation time of the rack sensor.

[0107] In S302 above, deflection compensation is controlled according to the requirements of the compensation parameters;

[0108] As an example, it can be determined from the compensation parameters whether the first deflection angle is compensated based on a first compensation value or an actual compensation value.

[0109] As an example, when the compensation parameter is the compensation time, the deflection compensation is completed within the compensation time period during the deflection compensation operation.

[0110] To further improve the compensation effect, this application also provides another implementation of the zero-position compensation method for the steering rack sensor.

[0111] When the compensation parameter is the compensation limit;

[0112] Figure 4This paper illustrates another flowchart of a steer-by-wire rack sensor zero-position compensation method according to an embodiment of this application, as shown below. Figure 4 As shown, the above method S302 may include:

[0113] S401, when the actual compensation value is less than or equal to the compensation limit, the first deflection angle is deflected using the actual compensation value;

[0114] S402, when the actual compensation value is greater than the compensation limit, the first deflection angle is compensated using the compensation limit.

[0115] Based on the above embodiments, by determining the compensation limit, the limit of the compensation angle that the rack sensor can compensate is determined, thereby avoiding the actual compensation value from exceeding the compensation limit of the rack sensor and ensuring that the rack sensor can compensate according to the actual compensation value or the compensation limit.

[0116] In the above S401, if the actual compensation value is less than or equal to the compensation limit, it means that the rack sensor can compensate according to the actual compensation value, and the first deflection angle can be compensated using the actual compensation value.

[0117] In the above S402, if the actual compensation value is greater than the compensation limit, the actual compensation value has exceeded the capability value of the rack sensor. 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.

[0118] To further improve the compensation effect, this application also provides another implementation of the zero-position compensation method for the steering rack sensor.

[0119] When the compensation parameter is the compensation rate threshold;

[0120] Figure 5 This paper illustrates another flowchart of a steer-by-wire rack sensor zero-position compensation method according to an embodiment of this application, as shown below. Figure 5 As shown, the above method S302 may include:

[0121] S501, gradually perform deflection compensation on the first deflection angle according to the target compensation rate and the actual compensation value, wherein the target compensation rate does not exceed the compensation rate threshold.

[0122] As an example, the compensation rate threshold is 2° / s. During the process of controlling the first deflection angle and then further deflecting according to the actual compensation value, the deflection is carried out at a rate not exceeding 2° / s.

[0123] Based on the above embodiments, the compensation rate is controlled according to the compensation rate threshold to ensure that the rack sensor can operate normally, avoid rack sensor failure, and ensure the compensation effect of the first deflection angle.

[0124] In order to accurately determine the operating status of the vehicle, this application also provides another implementation of the zero-position compensation method for the steer-by-wire rack sensor.

[0125] Figure 6 This paper illustrates another flowchart of a steer-by-wire rack sensor zero-position compensation method according to an embodiment of this application, as shown below. Figure 6 As shown, prior to step S102 above, the method may further include:

[0126] S601, obtain vehicle status information;

[0127] S602, if the vehicle status information meets the vehicle status conditions, determine that the vehicle is in a straight-going state;

[0128] Based on the above embodiments, after obtaining vehicle status information from various types of sensors installed on the vehicle, it is determined whether the vehicle status information meets the status conditions, thereby determining whether the vehicle is in a straight-line state and whether compensation is needed for the first deflection angle of the rack sensor, thus improving the accuracy of determining the vehicle's operating status.

[0129] In the aforementioned S601, the vehicle is equipped with various sensors, such as speed sensors, steering sensors, and control system detection sensors, which can acquire the working status of various structures on the vehicle in real time, thereby obtaining the vehicle status information.

[0130] As an example, vehicle status information may include: vehicle speed, vehicle longitudinal acceleration, vehicle yaw rate, 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, operating status of the intelligent control system, and operating status of the steering device.

[0131] The steering device may include a steering wheel, steering gear, or other structures used to control the direction of vehicle travel; the intelligent control system may include: an automatic driving assistance system, an anti-lock braking system, a traction control system, a vehicle dynamic control system, or other systems used to assist vehicle travel.

[0132] In the above S602, the vehicle state conditions may include:

[0133] The first preset driving speed ≤ vehicle driving speed ≤ second preset driving speed. Specifically, the first preset driving speed can be 30 kph and the second preset driving speed can be 200 kph.

[0134] The vehicle's longitudinal acceleration is less than or equal to a preset vehicle longitudinal acceleration. Specifically, the preset vehicle longitudinal acceleration can be 0.2g.

[0135] The vehicle yaw rate is less than or equal to the yaw rate threshold. Specifically, the yaw rate threshold corresponds one-to-one with the vehicle speed. The corresponding yaw rate threshold is different for different vehicle speeds and needs to be further determined based on the vehicle speed.

[0136] 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 can be 36 degps.

[0137] The absolute value of the steering torque of the steering device is less than or equal to the absolute value of the preset steering torque of the steering device. Specifically, the absolute value of the preset steering torque of the steering device can be 2 Nm.

[0138] 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. The yaw rate threshold corresponds to the vehicle speed. Specifically, the preset absolute value of the steering angle of the steering device can be 5 degrees.

[0139] The intelligent control system is in an inactive state.

[0140] The steering system is in normal working condition.

[0141] If the vehicle status information does not meet any of the above conditions, it means that the vehicle is not in a straight-ahead state at this time. It should be noted that the straight-ahead state in this application is only used to limit the technical solution of this application and is not a straight-ahead state in a broad sense.

[0142] To compensate for the first deflection angle of the vehicle rack sensor under different conditions, this application also provides another implementation of the zero-position compensation method for the steer-by-wire rack sensor.

[0143] Figure 7 This paper illustrates another flowchart of a steer-by-wire rack sensor zero-position compensation method according to an embodiment of this application, as shown below. Figure 7 As shown, after step S101 above, the method may further include:

[0144] S701, when the vehicle is not in a straight-moving state, performs a compensation operation 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-moving center position of the vehicle.

[0145] Based on the above embodiments, when the vehicle is not traveling 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.

[0146] In the above S701, since the vehicle is not in a straight-going state, it is not necessary to calculate the actual compensation value through the self-learning model. The first compensation value can be directly used to compensate for the first deflection angle.

[0147] It should be noted that the application scenarios described in the above embodiments of this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided by the embodiments of this application. As those skilled in the art will know, with the emergence of new application scenarios, the technical solutions provided by the embodiments of this application are also applicable to similar technical problems.

[0148] Based on the same inventive concept, this application also provides a zero-position compensation device 800 for a steer-by-wire rack sensor. Specifically, in conjunction with... Figure 8 Please provide a detailed explanation.

[0149] Figure 8 A schematic diagram of the hardware structure of the steer-by-wire rack sensor zero-position compensation device 800 provided in an embodiment of the present invention is shown.

[0150] like Figure 8 As shown, the steer-by-wire rack sensor zero-position compensation device 800 may include:

[0151] The first acquisition module 810 is used to acquire 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-line center position of the vehicle.

[0152] The solver module 820 is used to solve, based on the first deflection angle and the first compensation value, using the median self-learning model to obtain the actual compensation value of the rack sensor in the straight-moving state when the vehicle is in a straight-moving state.

[0153] 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-line center position of the vehicle meets the preset conditions.

[0154] Based on the above embodiments, 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-ahead center position of the vehicle. When the vehicle is in a straight-ahead state, the first acquisition module 810 uses a center position self-learning model to solve for the actual compensation value of the rack sensor in the straight-ahead state based on the first deflection angle and the first compensation value. The compensation module 830 adjusts the deflection angle of the first deflection angle according to the actual compensation value so that the relative positional relationship between the zero position of the rack sensor and the straight-ahead center position of the vehicle meets the preset conditions. Based on this, by using a center position self-learning model to calculate the actual compensation value from the first compensation value and the first deflection angle, and adjusting the deflection angle of the rack sensor according to the actual compensation value, the relative positional relationship between the zero position of the rack sensor and the straight-ahead center position of the vehicle meets the preset conditions. Therefore, it can be considered that the zero position of the rack sensor and the straight-ahead center position of the vehicle are consistent, so that the driver does not need to provide a torque to the steering wheel for centering the steering wheel when the vehicle is traveling in a straight line, which facilitates driver operation and improves the driving experience.

[0155] Optionally, the steer-by-wire rack sensor zero-position compensation device 800 may further include:

[0156] The first determining module is used to determine that the first deflection angle is greater than the first threshold.

[0157] The second determining module is used to determine the first compensation value as the actual compensation value when the first deflection angle is less than or equal to the first threshold.

[0158] Optionally, the compensation module 830 may include:

[0159] The acquisition unit is used to acquire the compensation parameters of the rack sensor;

[0160] The compensation unit is used to control the deflection compensation of the first deflection angle based on the compensation parameters and the actual compensation value.

[0161] Optionally, the compensation unit may include:

[0162] The first compensation subunit is used to compensate for the first deflection angle using the actual compensation value when the actual compensation value is less than or equal to the compensation limit.

[0163] The second compensation subunit is used to compensate for the first deflection angle using the first compensation value when the actual compensation value is greater than the compensation limit.

[0164] Optionally, the compensation unit may also include:

[0165] The third compensation module is used to gradually compensate the first deflection angle according to the actual compensation value at the target compensation rate, wherein the target compensation rate does not exceed the compensation rate threshold.

[0166] Optionally, the steer-by-wire rack sensor zero-position compensation device 800 may further include:

[0167] The second acquisition module is used to acquire vehicle status information;

[0168] The third determination module is used to determine that the vehicle is in a straight-going state when the vehicle status information meets the vehicle status conditions.

[0169] The light-shielding adjustment method provided in this application embodiment can achieve... Figure 1-7 The various processes implemented in the embodiment of the zero-position compensation method for any one-line steering rack sensor in China can achieve the same technical effect, and will not be described again here to avoid repetition.

[0170] Figure 9 A schematic diagram of the hardware structure of the steer-by-wire rack sensor zero-position compensation device provided in an embodiment of the present invention is shown.

[0171] The zero-position compensation device for the steering rack sensor may include a processor 901 and a memory 902 storing computer program instructions.

[0172] Specifically, the processor 901 may include a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of the present invention.

[0173] Memory 902 may include mass storage for data or instructions. For example, and not limitingly, memory 902 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 902 may include removable or non-removable (or fixed) media. Where appropriate, memory 902 may be internal or external to the integrated gateway disaster recovery device. In a particular embodiment, memory 902 is non-volatile solid-state memory.

[0174] In a particular embodiment, memory 902 may include read-only memory (ROM), random access memory (RAM), disk storage media device, optical storage media device, flash memory device, electrical, optical, or other physical / tangible memory storage device. Thus, generally, memory 902 includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) 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 one aspect of this application.

[0175] The processor 901 reads and executes computer program instructions stored in the memory 902 to implement any of the steer-by-wire rack sensor zero-position compensation methods in the above embodiments.

[0176] 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, memory 902, and communication interface 903 are connected via the bus 904 and communicate with each other.

[0177] The communication interface 903 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of the present invention.

[0178] Bus 904 includes hardware, software, or both. For example, and not as a limitation, bus 904 may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, a Wireless Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Control Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or combinations of two or more of these. Where appropriate, bus 904 may include one or more bus 904s. Although specific bus 904s are described and illustrated in embodiments of this application, this application contemplates any suitable bus 904 or interconnect.

[0179] This steer-by-wire rack sensor zero-position compensation device can achieve a combination of current steer-by-wire rack sensor zero-position compensation methods. Figures 1-8 The described method for zero-position compensation of the steer-by-wire rack sensor and the steer-by-wire rack sensor zero-position compensation device 800 are described.

[0180] In addition, this application also provides a computer program product, including computer program instructions, which, when executed by processor 901, can implement the steps and corresponding content of the aforementioned method embodiments.

[0181] It should be clarified that this application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of this application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of this application.

[0182] The functional blocks shown in the above-described structural diagram can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, they can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. Programs or code segments can be stored on a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried on 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, fiber optic media, radio frequency (RF) links, etc. Code segments can be downloaded via computer networks such as the Internet, intranets, etc.

[0183] It should also be noted that the exemplary embodiments mentioned in this application describe methods or systems based on a series of steps or apparatus. 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 embodiments, or in a different order, or several steps can be performed simultaneously.

[0184] The aspects of this disclosure have been described above with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block in the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, 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 steering rack sensor zero-position compensation device 800 to produce a machine such that these instructions, executed via the processor of the computer or other programmable steering rack sensor zero-position compensation device 800, enable the implementation of the functions / actions specified in one or more blocks of the flowchart illustrations and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, an application-specific processor, or a field-programmable logic circuit. It is also understood that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by special-purpose hardware performing the specified functions or actions, or can be implemented by a combination of special-purpose hardware and computer instructions.

[0185] The above description is merely a specific implementation of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A method for zero-position compensation of a steer-by-wire rack sensor, characterized in that, The method includes: The historical compensation value of the rack sensor of the front wheel actuator of the vehicle is obtained as the first compensation value; wherein, the historical compensation value is the compensation value of the front wheel actuator when it was last compensated, which is stored in the vehicle memory; Obtain the first deflection angle between the zero position of the rack sensor and the center position of the vehicle's straight-line movement; When the vehicle is in a straight-moving state, the actual compensation value of the rack sensor in the straight-moving state is obtained by using the median self-learning model based on the first deflection angle and the first compensation value. The median self-learning model is a first-order filtering function used to filter the first deflection angle. 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-line center position of the vehicle meets the preset conditions.

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

3. The method as described in 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 positional relationship between the zero position of the rack sensor and the straight-line center position of the vehicle meets a preset condition, the method further includes: If 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.

4. The method as described in claim 1, characterized in that, The step of adjusting the deflection angle of the first deflection angle according to the actual compensation value includes: Obtain the compensation parameters of the rack sensor; Based on the compensation parameters, the deflection compensation of the first deflection angle is controlled according to the actual compensation value.

5. The method as described in claim 4, characterized in that, The compensation parameters include: compensation limit; The step of controlling the deflection compensation of the first deflection angle based on the actual compensation value, based on the compensation parameter, includes: If the actual compensation value is less than or equal to the compensation limit, the first deflection angle is compensated using the actual compensation value. If the actual compensation value is greater than the compensation limit, the first deflection angle is compensated using the compensation limit.

6. The method as described in claim 4, characterized in that, The compensation parameters include: compensation rate threshold; The step of controlling the deflection compensation of the first deflection angle based on the actual compensation value, based on the compensation parameter, includes: The first deflection angle is deflected according to the actual compensation value at the target compensation rate, wherein the target compensation rate does not exceed the compensation rate threshold.

7. The method as described in claim 1, characterized in that, The median self-learning model is a first-order filtering function. The step of solving the median self-learning model based on the first deflection angle and the first compensation value to obtain the actual compensation value of the rack sensor in straight-line mode includes: Calculate the difference between the first deflection angle and the first compensation value; Solve for the product of the filter coefficients and the difference; The sum of the product and the first compensation value is determined as the actual compensation value.

8. The method as described in claim 1, characterized in that, Before obtaining the actual compensation value of the rack sensor in the straight-moving state by using a median self-learning model based on the first deflection angle and the first compensation value when the vehicle is in a straight-moving state, the method further includes: Obtain the vehicle status information of the vehicle; If the vehicle status information meets the vehicle status conditions, the vehicle is determined to be in a straight-ahead state.

9. The method as described in claim 8, characterized in that, The vehicle status information includes: vehicle speed, vehicle longitudinal acceleration, vehicle yaw rate, steering angle and steering angular velocity of the steering device, absolute value of steering device angular velocity, absolute value of steering device torque, absolute value of steering device angle, working status of the intelligent control system, and working status of the steering device.

10. The method as described in claim 9, characterized in that, The vehicle status conditions include: The first preset driving speed is less than or equal to the vehicle's driving speed, which is less than or equal to the second preset driving speed; The vehicle's longitudinal acceleration is less than or equal to a preset vehicle longitudinal acceleration; The vehicle's yaw rate is less than or equal to the yaw rate threshold; The absolute value of the steering angular velocity of the steering device is less than the preset steering angular velocity of the steering device; 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; 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 speed. The intelligent control system is in an inactive state. The steering device is in normal working condition.

11. The method according to any one of claims 1-10, characterized in that, After acquiring the first compensation value of the rack sensor of the front wheel actuator and the first deflection angle between the zero position of the rack sensor and the straight-ahead center position of the vehicle, the method further includes: When the vehicle is not traveling straight, the first deflection angle is compensated according to the first compensation value so that the zero position of the rack sensor is consistent with the straight-traveling center position of the vehicle.

12. A zero-position compensation device for a steer-by-wire rack sensor, characterized in that, The device includes: The first acquisition module is used to acquire the historical compensation value of the rack sensor of the front wheel actuator of the vehicle as the first compensation value; wherein, the historical compensation value is the compensation value stored in the vehicle memory when the front wheel actuator last performed compensation; The first acquisition module is also used to acquire the first deflection angle between the zero position of the rack sensor and the straight-line center position of the vehicle; The solution module is used to solve, based on the first deflection angle and the first compensation value, using a median self-learning model when the vehicle is in a straight-moving state, to obtain the actual compensation value of the rack sensor in the straight-moving state, wherein the median self-learning model is a first-order filtering function used to filter the first deflection angle. 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-line center position of the vehicle meets the preset conditions.

13. A zero-position compensation device for a steer-by-wire rack sensor, characterized in that, The device includes: a processor and a memory storing computer program instructions; When the processor executes the computer program instructions, it implements the zero-position compensation method for the steer-by-wire rack sensor as described in any one of claims 1-11.

14. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer program instructions, which, when executed by a processor, implement the zero-position compensation method for the steer-by-wire rack sensor as described in any one of claims 1-11.

15. A vehicle comprising the steer-by-wire rack sensor zero-position compensation device as claimed in claim 12 and / or the steer-by-wire rack sensor zero-position compensation equipment as claimed in claim 13.

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