Deviation condition compensation method and system based on steer-by-wire actuator

Abstract

A deviation condition compensation method and system based on a steer-by-wire actuator belongs to the field of steer-by-wire systems, and comprises the following steps: calculating a real-time rack force compensation factor according to the real-time rack force of a gear rack steering mechanism when judging that a vehicle is in a deviation condition at present; the real-time rack force compensation factor is in positive correlation with the real-time rack force and the real-time current of the execution motor; calculating real-time deviation compensation current according to the real-time output torque of the steering wheel and the real-time rack force compensation factor, wherein the real-time deviation compensation current is in positive correlation with the real-time output torque of the steering wheel and is in negative correlation with the real-time rack force compensation factor; and correcting the real-time deviation compensation current according to a preset force feedback gain coefficient to obtain a final deviation compensation current. The hand feeling compensation calculation is carried out based on the rack force, the actual driving state of the vehicle can be reflected more truly and effectively, efficient hand feeling compensation is carried out, and the driving experience and safety are improved.

Description

Technical Field

[0001] The present application relates to the field of steer-by-wire systems, and in particular to a method and system for compensating for deviation conditions based on a steer-by-wire actuator. Background Art

[0002] The core difference between steer-by-wire systems and traditional steering systems is that they have no physical mechanical connection, which means that their compensation mechanism for interference such as crosswinds needs to be implemented at the signal level. Specifically, there is no mechanical linkage between the steering wheel and the wheels of a steer-by-wire system (referred to as a steer-by-wire system). The driver's steering commands are converted into electrical signals through sensors, and the controller drives the steering actuator (such as a motor) to control the steering of the wheels. In traditional steering, road surface feedback (such as bumps and resistance) is transmitted to the steering wheel through a mechanical structure, while the steer-by-wire system actively generates virtual road feel through a road feel simulator (such as a torque motor) to simulate the force feedback on the steering wheel.

[0003] Drive-by-wire systems cannot rely on the driver to passively adjust through mechanical feedback; they must actively intervene to compensate. For example, cameras, gyroscopes, steering angle sensors, etc. monitor the vehicle's posture and deviation in real time. The controller (such as the ECU) calculates the additional steering angle or torque required to resist crosswinds based on the vehicle dynamics model. The compensation signal is directly superimposed on the control command of the steering actuator to drive the wheels to fine-tune the angle and offset the deviation. The steering wheel resistance or vibration is adjusted through a road feel simulator to inform the driver that the system is intervening to make corrections.

[0004] The wire control system combines feedforward control and feedback control. The feedforward control injects compensation signals in advance based on the crosswind estimation model (such as wind speed sensor or vehicle state estimation), and the feedback control dynamically adjusts the compensation amount by real-time monitoring of vehicle trajectory deviation (such as lane line recognition).

[0005] When a vehicle is traveling in a long straight line, it can easily drift if it encounters external disturbances such as crosswinds, uneven road surfaces, or uneven load distribution. Unlike traditional steering systems, the deviation torque of a steer-by-wire system is not transmitted directly to the steering wheel through a mechanical structure. Instead, sensors collect and calculate vehicle status information, which is then transmitted as an electrical signal to a road feel simulator, which then provides the driver with corresponding road feel feedback. While this signal transmission mechanism improves the system's flexibility and adjustability, it also means that deviation compensation requires targeted processing at the signal level.

[0006] Therefore, the steer-by-wire system needs to use algorithms to analyze and process the signals collected by the sensors, identify deviation trends in real time, and add compensation during the signal transmission process to offset the impact of external interference on the vehicle's trajectory and the driver's driving experience. Summary of the Invention

[0007] The present application provides a method and system for compensating for deviation conditions based on a wire-controlled steer actuator, which can solve the technical problem of inaccurate deviation compensation of wire-controlled steer systems in the prior art.

[0008] In a first aspect, an embodiment of the present application provides a method for compensating a vehicle deviation condition based on a steer-by-wire actuator, the method comprising:

[0009] When it is determined that the vehicle is currently in a deviation condition, a real-time rack force compensation factor is calculated based on the real-time rack force of the rack and pinion steering mechanism, wherein the real-time rack force compensation factor is positively correlated with the real-time rack force and the real-time current of the actuator motor;

[0010] Calculating a real-time deviation compensation current according to the real-time steering wheel output torque and the real-time rack force compensation factor, wherein the real-time deviation compensation current is positively correlated with the real-time steering wheel output torque and negatively correlated with the real-time rack force compensation factor;

[0011] Correcting the real-time deviation compensation current according to a preset force feedback gain coefficient to obtain a final deviation compensation current;

[0012] The output current of the hand feeling motor is compensated according to the final deviation compensation current to compensate for the hand feeling through the steering wheel.

[0013] In conjunction with the first aspect, in one embodiment, the method includes:

[0014] Collect the vehicle's real-time speed, steering wheel angle, and steering wheel torque;

[0015] When the real-time vehicle speed, the real-time steering wheel angle, and the real-time steering wheel torque are all within a preset range, it is determined that the vehicle is currently in a deviation condition.

[0016] In combination with the first aspect, in one embodiment, when the vehicle is currently in a deviation condition, the preset interval corresponding to the real-time vehicle speed is [v min ,v max ], the v min is the preset maximum speed of the vehicle when it is in low-speed parking, and the v max The preset minimum speed for the vehicle when making an emergency lane change.

[0017] In combination with the first aspect, in one embodiment, when the vehicle is currently in a deviation condition, the preset interval corresponding to the real-time steering wheel angle is [-2°, 2°].

[0018] In combination with the first aspect, in one embodiment, when the vehicle is currently in a deviation condition, the preset interval corresponding to the real-time steering wheel torque is [-0.3 Nm, 0.3 Nm].

[0019] In combination with the first aspect, in one embodiment, the real-time rack force compensation factor is negatively correlated with the designed maximum rack force of the rack and pinion steering mechanism and the designed maximum current of the actuator motor.

[0020] In combination with the first aspect, in one embodiment, the real-time deviation compensation current is positively correlated with the designed maximum current of the hand-feel motor and negatively correlated with the designed maximum output torque of the hand-feel motor.

[0021] In combination with the first aspect, in one embodiment, the real-time deviation compensation current is also positively correlated with the mechanical loss of the steer-by-wire system.

[0022] In combination with the first aspect, in one embodiment, the method further includes:

[0023] The real-time running deviation compensation current is corrected in combination with the real-time rack force compensation factor, and the final running deviation compensation current is positively correlated with the real-time rack force compensation factor.

[0024] In a second aspect, an embodiment of the present application provides a system for compensating for a running deviation condition based on a steer-by-wire actuator, the system comprising:

[0025] a rack force compensation calculation module, configured to calculate a real-time rack force compensation factor based on the real-time rack force of the rack and pinion steering mechanism when determining that the vehicle is currently in a deviation condition, wherein the real-time rack force compensation factor is positively correlated with the real-time rack force and the real-time current of the actuator motor;

[0026] A running deviation compensation current calculation module is used to calculate a real-time running deviation compensation current based on the real-time steering wheel output torque and the real-time rack force compensation factor, wherein the real-time running deviation compensation current is positively correlated with the real-time steering wheel output torque and negatively correlated with the real-time rack force compensation factor; it is also used to correct the real-time running deviation compensation current according to a preset force feedback gain coefficient to obtain a final running deviation compensation current; it is also used to compensate the output current of the feel motor according to the final running deviation compensation current to perform feel compensation through the steering wheel.

[0027] The beneficial effects of the technical solutions provided in the embodiments of the present application include:

[0028] Calculating the deviation compensation current by combining the rack force and the actual current of the actuator motor can more accurately reflect the actual driving state of the vehicle, and can improve the accuracy of the deviation compensation current, improve the efficiency of deviation compensation, and enhance the user's driving experience and safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 This is a flow chart of an embodiment of a method for compensating for a swerve condition of a steer-by-wire actuator in accordance with the present application;

[0030] Figure 2 This is a functional module diagram of an embodiment of a deviation compensation system based on a steer-by-wire actuator of the present application. DETAILED DESCRIPTION

[0031] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0032] First, some technical terms in this application are explained to facilitate those skilled in the art to understand this application.

[0033] The rack-and-pinion steering mechanism is the most common mechanical steering mechanism used in traditional fuel-powered vehicles and some electric vehicles. Its core consists of a pair of meshing pinions (pinion gears) and racks (racks). The pinions are mounted at the end of the steering column and mechanically connected to the steering wheel. The racks are arranged horizontally and connected to the left and right steering tie rods. This converts the rotational motion of the pinions into linear motion of the racks, thereby steering the wheels. The traditional steering system works as follows: the steering wheel rotates, the steering column rotates the pinions, the pinions mesh with the racks, the racks move linearly left and right, and the steering tie rods drive the wheels.

[0034] Rack force refers to the mechanical force applied to the rack during axial (left-right) motion in a rack-and-pinion steering mechanism. In traditional steering systems, rack force is the thrust or pull transmitted to the rack through the gears when the driver turns the steering wheel, directly affecting the steering angle and road feel of the wheels. In steer-by-wire systems, rack force is generally not calculated due to the lack of a mechanical connection.

[0035] Actuator motor: replaces the mechanical connection in the traditional rack and pinion mechanism, directly drives the rack or steering rod (or uses new actuators such as ball screws), and is responsible for wheel steering.

[0036] Hand feel motor: Independent of the actuator motor, installed on the steering wheel end to simulate traditional rack force feedback (such as resistance and vibration).

[0037] Force Feedback Gain: This coefficient determines the weight of the steering wheel, proportional to the steering wheel's feedback force and vehicle state (e.g., rack force and yaw rate). It's used to compensate for steering force adjustments. A higher Force Feedback Gain results in greater steering wheel feedback for the same amount of vehicle deviation, providing a more noticeable driver feedback.

[0038] In order to make the objectives, technical solutions and advantages of this application clearer, the implementation methods of this application will be further described in detail below with reference to the accompanying drawings.

[0039] In a first aspect, an embodiment of the present application provides a method for compensating for a deviation condition based on a steer-by-wire actuator.

[0040] In one embodiment, referring to Figure 1 , Figure 1 This is a flow chart of an embodiment of a method for compensating for a deviation condition of a wire-controlled steering actuator. Figure 1 As shown in FIG, the method for compensating the deviation condition based on the steer-by-wire actuator includes:

[0041] Step S1: When it is determined that the vehicle is currently in a deviation condition, a real-time rack force compensation factor is calculated based on the real-time rack force of the rack and pinion steering mechanism, where the real-time rack force compensation factor is positively correlated with the real-time rack force and the real-time current of the actuator motor.

[0042] Step S2: Calculate a real-time deviation compensation current according to the real-time steering wheel output torque and the real-time rack force compensation factor. The real-time deviation compensation current is positively correlated with the real-time steering wheel output torque and negatively correlated with the real-time rack force compensation factor.

[0043] Step S3: Correct the real-time running deviation compensation current according to the preset force feedback gain coefficient to obtain the final running deviation compensation current.

[0044] Step S4: Compensate the output current of the feel motor based on the final deviation compensation current to provide feel compensation through the steering wheel. In this embodiment, compared to vehicles using traditional steering systems, when crosswinds cause the vehicle to deviate from its trajectory, the lateral force exerted on the wheels is mechanically transmitted to the steering wheel through the steering column. The driver directly senses the "pull" of the steering wheel and actively corrects the direction. In vehicles using a drive-by-wire system, since there is no mechanical connection, the deviation torque of the wheels is not directly transmitted to the steering wheel. Instead, sensors detect the vehicle's state (such as yaw angular velocity and lateral acceleration), and the system generates simulated signals (such as steering wheel vibration or resistance changes) through a road feel simulator to prompt the driver.

[0045] However, relying solely on yaw rate or lateral acceleration may not fully reflect the vehicle's actual state. For example, in complex road conditions, other factors such as changes in road friction coefficient, tire characteristics, and suspension system status can also affect vehicle behavior, and these factors may not be fully captured by these two parameters.

[0046] Specifically, the yaw rate reflects the rotation speed of the vehicle around the vertical axis, but it cannot directly reflect the tire cornering force, load transfer or changes in the road friction coefficient. The lateral acceleration characterizes the lateral inertial force, but it cannot distinguish whether the acceleration change is caused by the driver's active steering or external interference (such as crosswind). For example, on a low-adhesion road surface (such as ice), the lateral acceleration may be significantly reduced due to tire slip, but the actual vehicle dynamics may be close to the edge of loss of control. Relying solely on lateral acceleration compensation will cause the system to underestimate the risk, the tactile feedback will be too weak, and mislead the driver.

[0047] Furthermore, sensors that measure yaw rate and lateral acceleration (such as gyroscopes and accelerometers) may exhibit noise or drift, especially during prolonged use or under extreme conditions. This can lead to inaccurate data and compromise compensation effectiveness. The vehicle's dynamic response is influenced by inertia, and changes in yaw rate and lateral acceleration may lag behind actual vehicle state changes. If the compensation algorithm relies solely on current measurements without predictive or dynamic adjustments, compensation may be delayed or inaccurate. Vehicle dynamics are nonlinear, especially under extreme conditions (such as high-speed emergency lane changes or low-grip surfaces). Yaw rate and lateral acceleration may exhibit a nonlinear relationship with the actual vehicle state, making simple linear compensation models inaccurate. Compensation based solely on vehicle dynamic parameters may ignore the driver's intended steering input. For example, the driver may be actively correcting the steering, and compensating based solely on yaw data may conflict with the driver's input, resulting in unnatural or inaccurate feedback. External interference factors such as crosswind and uneven road surface may affect the measurement of yaw rate and lateral acceleration, making it impossible for the system to accurately distinguish whether the vehicle dynamic changes are caused by driver operation or external interference, thus leading to compensation errors.

[0048] Therefore, the present invention adopts the rack force that can better reflect the real state of the vehicle as the key factor for feel compensation. The rack force is directly converted from the lateral force, longitudinal force and return torque between the tire and the ground, and is the most advanced mechanical feedback of the vehicle dynamics. When the tire is subjected to external forces (such as side winds, bumps), the rack force changes almost instantaneously without inertia delay. For example, when the vehicle runs over a bump on the road, the tire is instantly subjected to a vertical impact, resulting in a sudden increase in the rack force, and the change in rack force will be immediately fed back to the steering wheel. However, the yaw angular velocity may change due to the inertia delay of the vehicle body and cannot synchronously reflect this transient impact.

[0049] The actual current of the executive motor can also indirectly reflect the vehicle status. The current size directly reflects the torque required by the motor to overcome external resistance, including the mechanical resistance of the steering system (such as gear rack friction), the interaction force between the tire and the ground (such as lateral wind resistance, bump impact), etc.

[0050] The real-time steering wheel torque output reflects the driver's steering intent and actual operation. By positively correlating the compensation current with the steering wheel torque, when the driver applies greater torque (such as during a quick turn in an emergency), the system increases the compensation current accordingly, more actively correcting the vehicle's deviation.

[0051] The force feedback gain reflects the magnitude of the steering wheel feedback force under the same deviation. After presetting the force feedback gain coefficient according to actual needs, the final deviation compensation current is obtained in combination with the force feedback gain coefficient. The output current of the feel motor is compensated according to the final deviation compensation current, and then the feel is compensated. When the vehicle deviates, the feedback strength felt by the user through the steering wheel is positively correlated with the pre-set force feedback gain coefficient, thereby achieving the purpose of flexible adjustment of the feedback strength.

[0052] Calculating the deviation compensation current by combining the rack force and the actual current of the actuator motor can more accurately reflect the actual driving state of the vehicle, and can improve the accuracy of the deviation compensation current, improve the efficiency of deviation compensation, and enhance the user's driving experience and safety.

[0053] In a specific embodiment, when the tire grip on icy and snowy roads decreases, the rack force is significantly reduced due to insufficient lateral force. Therefore, based on the change in rack force, the driver can be warned in advance.

[0054] When the drive wheels slip, the rack force fluctuation frequency and amplitude are abnormal, which can be used to trigger the electronic stability program.

[0055] When the tire cornering force changes due to crosswind, the rack force shifts, directly triggering compensation control without waiting for the yaw rate to accumulate.

[0056] When a single wheel hits the road shoulder, the rack force changes asymmetrically, accurately locating the source of the disturbance.

[0057] When the driver turns the steering wheel sharply, the rack force increases sharply, and combined with the turning angle rate, it can distinguish between emergency obstacle avoidance and normal steering.

[0058] Rack force can also be combined with yaw rate to compensate for vehicle deviation. For example, rack force provides an immediate disturbance signal, while yaw rate verifies the vehicle's overall dynamic response, preventing misjudgments (e.g., distinguishing steering wheel shudder from actual vehicle deviation). During sudden increases in crosswind, rack force changes before yaw rate, enabling preemptive compensation signal injection to reduce control lag.

[0059] The rack force can also be combined with the steering wheel torque to compensate for deviation. For example, it is combined with the driver's input torque to distinguish between human steering and external interference, and optimize the feel compensation logic.

[0060] Abnormal rack force can be detected in combination with the motor current signal. For example, faults such as power assist failure and steering jamming can cause abnormal rack force. The source of the fault can be quickly located in combination with the motor current signal.

[0061] When installing the rack force sensor, it should be placed as close as possible to the rack's stress point (such as the steering rod connection) to minimize signal attenuation along the transmission path. An adaptive filter removes high-frequency noise (such as road excitation) from the rack force sensor's collected signal, retaining the low-frequency, valid signal. Furthermore, online calibration based on temperature and wear status can remove mechanical friction interference.

[0062] Furthermore, in one embodiment, the method includes:

[0063] Collect the vehicle's real-time speed, steering wheel angle, and steering wheel torque.

[0064] When the real-time vehicle speed, the real-time steering wheel angle, and the real-time steering wheel torque are all within a preset range, it is determined that the vehicle is currently in a deviation condition.

[0065] In this embodiment, when performing deviation compensation, false triggering during low-speed parking or high-speed emergency lane change is avoided in order to ensure the rationality and safety of system intervention and the consistency of the driving experience.

[0066] The system mistakenly identifies the parking steering action as deviation, triggering compensation and causing abnormal steering wheel resistance (such as sudden weight gain), affecting precise parking.

[0067] If the compensation direction conflicts with the driver's intention (such as the system making reverse corrections when reversing), it may cause scratches or collisions.

[0068] Furthermore, in one embodiment, when the vehicle is currently in a deviation state, the preset interval corresponding to the real-time vehicle speed is [v min ,v max ],v min is the preset maximum speed of the vehicle when it is in low-speed parking, v max The preset minimum speed for a vehicle in an emergency lane change.

[0069] Furthermore, in one embodiment, when the vehicle is currently in a deviation condition, the preset interval corresponding to the real-time steering wheel angle is [-2°, 2°].

[0070] When the vehicle is currently in a deviation condition, the preset range corresponding to the real-time steering wheel torque is [-0.3Nm, 0.3Nm].

[0071] Furthermore, in one embodiment, the real-time rack force compensation factor is negatively correlated with the designed maximum rack force of the rack and pinion steering mechanism and the designed maximum current of the actuator motor.

[0072] In this embodiment, the real-time rack force compensation factor is calculated using the following formula (1):

[0073] γ=(F RACK *I ACT ) / (F RACKMAX *I RMAX ) (1)

[0074] Among them, F RACK Indicates the real-time rack force, I ACT Indicates the actual current of the executing motor, F RACKMAX Indicates the maximum rack force of the rack design, I RMAX Indicates the maximum current of the executing motor.

[0075] Furthermore, in one embodiment, the real-time deviation compensation current is positively correlated with the designed maximum current of the hand-feel motor and negatively correlated with the designed maximum output torque of the hand-feel motor.

[0076] The above-mentioned real-time deviation compensation current is also positively correlated with the mechanical loss of the steer-by-wire system.

[0077] In this embodiment, the real-time deviation compensation current is calculated using the following formula (2):

[0078] I p =(T rw *I HMAX ) / (T MAX *γ / ε) (2)

[0079] Among them, I p Indicates the real-time deviation compensation current, T rw Indicates the real-time output torque of the hand-feel motor, I HMAX Indicates the maximum current of the feel motor design, T MAX It represents the maximum torque output by the feel motor, γ represents the transmission ratio of the feel mechanism, and ε represents the mechanical loss.

[0080] Furthermore, in one embodiment, the above method further includes:

[0081] The real-time running deviation compensation current is corrected in combination with the real-time rack force compensation factor. The final running deviation compensation current is positively correlated with the real-time rack force compensation factor.

[0082] In this embodiment, the final deviation compensation current is calculated using the following formula (3):

[0083] I FINAL =I p *γ*δ (3)

[0084] Among them, I FINALIt represents the final deviation compensation current, and δ represents the current force feedback gain coefficient, which is an adjustable variable set by different hand feel settings and is positively correlated with the current vehicle speed.

[0085] In a second aspect, an embodiment of the present application further provides a device for compensating for a deviation condition based on a wire-controlled steering actuator.

[0086] In one embodiment, referring to Figure 2 , Figure 2 This is a functional module diagram of an embodiment of the present application's deviation compensation system based on a wire-controlled steering actuator. Figure 2 As shown in FIG, the swerve condition compensation system based on the steer-by-wire actuator includes:

[0087] The rack force compensation calculation module 1 is used to calculate the real-time rack force compensation factor based on the real-time rack force of the rack and pinion steering mechanism when it is determined that the vehicle is currently in a deviation condition. The above-mentioned real-time rack force compensation factor is positively correlated with the real-time rack force and the real-time current of the actuator motor.

[0088] The yaw compensation current calculation module 2 is configured to calculate a real-time yaw compensation current based on the real-time steering wheel output torque and the real-time rack force compensation factor. The real-time yaw compensation current is positively correlated with the real-time steering wheel output torque and negatively correlated with the real-time rack force compensation factor. The module is also configured to correct the real-time yaw compensation current based on a preset force feedback gain coefficient to obtain a final yaw compensation current. The module is also configured to compensate the output current of the feel motor based on the final yaw compensation current to provide tactile compensation through the steering wheel.

[0089] In this embodiment, the present invention uses the rack force that can better reflect the actual state of the vehicle as the key factor for feel compensation. The rack force is directly converted from the lateral force, longitudinal force and return torque between the tire and the ground, and is the most advanced mechanical feedback of the vehicle dynamics. When the tire is subjected to external forces (such as crosswinds and bumps), the rack force changes almost instantaneously without inertia delay. For example, when the vehicle runs over a bump on the road, the tire is instantly subjected to a vertical impact, resulting in a sudden increase in the rack force. The change in rack force will be immediately fed back to the steering wheel. However, the yaw angular velocity may change due to the inertia delay of the vehicle body and cannot synchronously reflect this transient impact.

[0090] The actual current of the executive motor can also indirectly reflect the vehicle status. The current size directly reflects the torque required by the motor to overcome external resistance, including the mechanical resistance of the steering system (such as gear rack friction), the interaction force between the tire and the ground (such as lateral wind resistance, bump impact), etc.

[0091] The real-time steering wheel torque output reflects the driver's steering intent and actual operation. By positively correlating the compensation current with the steering wheel torque, when the driver applies greater torque (such as during a quick turn in an emergency), the system increases the compensation current accordingly, more actively correcting the vehicle's deviation.

[0092] Calculating the deviation compensation current by combining the rack force and the actual current of the actuator motor can more accurately reflect the actual driving state of the vehicle, and can improve the accuracy of the deviation compensation current, improve the efficiency of deviation compensation, and enhance the user's driving experience and safety.

[0093] In a specific embodiment, when the tire grip on icy and snowy roads decreases, the rack force is significantly reduced due to insufficient lateral force. Therefore, based on the change in rack force, the driver can be warned in advance.

[0094] When the drive wheels slip, the rack force fluctuation frequency and amplitude are abnormal, which can be used to trigger the electronic stability program.

[0095] When the tire cornering force changes due to crosswind, the rack force shifts, directly triggering compensation control without waiting for the yaw rate to accumulate.

[0096] When a single wheel hits the road shoulder, the rack force changes asymmetrically, accurately locating the source of the disturbance.

[0097] When the driver turns the steering wheel sharply, the rack force increases sharply, and combined with the turning angle rate, it can distinguish between emergency obstacle avoidance and normal steering.

[0098] Rack force can also be combined with yaw rate to compensate for vehicle deviation. For example, rack force provides an immediate disturbance signal, while yaw rate verifies the vehicle's overall dynamic response, preventing misjudgments (e.g., distinguishing steering wheel shudder from actual vehicle deviation). During sudden increases in crosswind, rack force changes before yaw rate, enabling preemptive compensation signal injection to reduce control lag.

[0099] The rack force can also be combined with the steering wheel torque to compensate for deviation. For example, it is combined with the driver's input torque to distinguish between human steering and external interference, and optimize the feel compensation logic.

[0100] Abnormal rack force can be detected in combination with the motor current signal. For example, faults such as power assist failure and steering jamming can cause abnormal rack force. The source of the fault can be quickly located in combination with the motor current signal.

[0101] When installing the rack force sensor, it should be placed as close as possible to the rack's stress point (such as the steering rod connection) to minimize signal attenuation along the transmission path. An adaptive filter removes high-frequency noise (such as road excitation) from the rack force sensor's collected signal, retaining the low-frequency, valid signal. Furthermore, online calibration based on temperature and wear status can remove mechanical friction interference.

[0102] Furthermore, in one embodiment, the rack force compensation calculation module 1 collects the vehicle's real-time speed and steering wheel operating status, including the real-time steering wheel angle and steering wheel torque. If the real-time speed, steering wheel angle, and steering wheel torque are all within a preset range, the vehicle is determined to be in a yaw condition.

[0103] In this embodiment, when performing deviation compensation, false triggering during low-speed parking or high-speed emergency lane change is avoided in order to ensure the rationality and safety of system intervention and the consistency of the driving experience.

[0104] The system mistakenly identifies the parking steering action as deviation, triggering compensation and causing abnormal steering wheel resistance (such as sudden weight gain), affecting precise parking.

[0105] If the compensation direction conflicts with the driver's intention (such as the system making reverse corrections when reversing), it may cause scratches or collisions.

[0106] Among them, the functional implementation of each module in the above-mentioned deviation condition compensation system based on wire-controlled steering actuator corresponds to the various steps in the above-mentioned deviation condition compensation method embodiment based on wire-controlled steering actuator, and their functions and implementation processes will not be repeated here one by one.

[0107] On the third aspect, an embodiment of the present application provides a device for compensating for a running deviation condition based on a wire-controlled steering actuator. The device for compensating for a running deviation condition based on a wire-controlled steering actuator can be a personal computer (PC), a laptop computer, a server, or other device with data processing capabilities.

[0108] In an embodiment of the present application, a device for compensating for a swerve condition based on a steer-by-wire actuator may include a processor, a memory, a communication interface, and a communication bus.

[0109] The communication bus may be of any type and is used to interconnect the processor, memory, and communication interface.

[0110] Communication interfaces include input / output (I / O) interfaces, physical interfaces, and logical interfaces. These interfaces interconnect components within the steer-by-wire actuator-based running compensation device, as well as interfaces that interconnect the steer-by-wire actuator-based running compensation device with other devices (e.g., other computing devices or user devices). Physical interfaces can include Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc. User devices can include displays, keyboards, etc.

[0111] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0112] The processor may be a general-purpose processor that can invoke a steer-by-wire actuator-based running condition compensation program stored in a memory and execute the steer-by-wire actuator-based running condition compensation method provided in the embodiments of the present application. For example, the general-purpose processor may be a central processing unit (CPU). The method executed when the steer-by-wire actuator-based running condition compensation program is invoked can be referenced from the various embodiments of the steer-by-wire actuator-based running condition compensation method of the present application and will not be further described here.

[0113] In a fourth aspect, an embodiment of the present application also provides a computer-readable storage medium.

[0114] The computer-readable storage medium of the present application stores a running deviation condition compensation program based on a wire-controlled steering actuator, wherein when the running deviation condition compensation program based on a wire-controlled steering actuator is executed by a processor, the steps of the running deviation condition compensation method based on a wire-controlled steering actuator as described above are implemented.

[0115] Among them, the method implemented when the deviation condition compensation program based on the wire-controlled steering actuator is executed can refer to the various embodiments of the deviation condition compensation method based on the wire-controlled steering actuator in this application, and will not be repeated here.

[0116] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0117] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit the "first", "second" and "third" to different types.

[0118] In the description of the embodiments of this application, the words "exemplary," "for example," or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary," "for example," or "for example" in the embodiments of this application should not be construed as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary," "for example," or "for example" is intended to present the relevant concepts in a concrete manner.

[0119] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0120] In some processes described in the embodiments of the present application, multiple operations or steps are included that appear in a specific order. However, it should be understood that these operations or steps may not be performed in the order in which they appear in the embodiments of the present application or may be performed in parallel. The sequence numbers of the operations are only used to distinguish between different operations, and the sequence numbers themselves do not represent any order of execution. In addition, these processes may include more or fewer operations, and these operations or steps may be performed in sequence or in parallel, and these operations or steps may be combined.

[0121] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus the necessary general hardware platform, of course, it can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes a number of instructions for enabling a terminal device to execute the methods described in each embodiment of the present application.

[0122] The above are only preferred embodiments of the present application and do not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A vehicle deviation compensation method based on a steer-by-wire actuator, characterized in that: The method comprises: When it is determined that the vehicle is currently in a deviation condition, a real-time rack force compensation factor is calculated based on the real-time rack force of the rack and pinion steering mechanism, wherein the real-time rack force compensation factor is positively correlated with the real-time rack force and the real-time current of the actuator motor; Calculating a real-time deviation compensation current according to the real-time steering wheel output torque and the real-time rack force compensation factor, wherein the real-time deviation compensation current is positively correlated with the real-time steering wheel output torque and negatively correlated with the real-time rack force compensation factor; Correcting the real-time deviation compensation current according to a preset force feedback gain coefficient to obtain a final deviation compensation current; The output current of the hand feeling motor is compensated according to the final deviation compensation current to compensate for the hand feeling through the steering wheel.

2. The method for compensating for a swerve condition based on a steer-by-wire actuator according to claim 1, wherein: The method comprises: Collect the vehicle's real-time speed, steering wheel angle, and steering wheel torque; When the real-time vehicle speed, the real-time steering wheel angle, and the real-time steering wheel torque are all within a preset range, it is determined that the vehicle is currently in a deviation condition.

3. The method for compensating for a swerve condition based on a steer-by-wire actuator according to claim 2, wherein: When the vehicle is currently in the deviation state, the preset range corresponding to the real-time vehicle speed is [v min ,v max ], the v min is the preset maximum speed of the vehicle when it is in low-speed parking, and the v max The preset minimum speed for the vehicle when making an emergency lane change.

4. The method for compensating for a swerve condition based on a steer-by-wire actuator according to claim 2, wherein: When the vehicle is currently in a deviation condition, the preset range corresponding to the real-time steering wheel angle is [-2°, 2°].

5. The method for compensating for deviation conditions based on a steer-by-wire actuator according to claim 2, wherein: When the vehicle is currently in a deviation condition, the preset range corresponding to the real-time steering wheel torque is [-0.3Nm, 0.3Nm].

6. The method for compensating for a swerve condition based on a steer-by-wire actuator according to claim 1, characterized in that: The real-time rack force compensation factor is negatively correlated with the designed maximum rack force of the rack and pinion steering mechanism and the designed maximum current of the actuator motor.

7. The method for compensating for a swerve condition based on a steer-by-wire actuator according to claim 1, wherein: The real-time deviation compensation current is positively correlated with the designed maximum current of the hand-feel motor and negatively correlated with the designed maximum output torque of the hand-feel motor.

8. The method for compensating for deviation from the normal state based on a steer-by-wire actuator according to claim 1, wherein: The real-time deviation compensation current is also positively correlated with the mechanical loss of the steer-by-wire system.

9. The method for compensating for deviation from the normal state based on a steer-by-wire actuator according to claim 1, wherein: The method further comprises: The real-time running deviation compensation current is corrected in combination with the real-time rack force compensation factor, and the final running deviation compensation current is positively correlated with the real-time rack force compensation factor.

10. A system for compensating a vehicle's deviation from the standard based on a steer-by-wire actuator, characterized in that: The deviation working condition compensation system based on the wire-controlled steering actuator includes: a rack force compensation calculation module, configured to calculate a real-time rack force compensation factor based on the real-time rack force of the rack and pinion steering mechanism when determining that the vehicle is currently in a deviation condition, wherein the real-time rack force compensation factor is positively correlated with the real-time rack force and the real-time current of the actuator motor; A running deviation compensation current calculation module is used to calculate a real-time running deviation compensation current based on the real-time steering wheel output torque and the real-time rack force compensation factor, wherein the real-time running deviation compensation current is positively correlated with the real-time steering wheel output torque and negatively correlated with the real-time rack force compensation factor; it is also used to correct the real-time running deviation compensation current according to a preset force feedback gain coefficient to obtain a final running deviation compensation current; it is also used to compensate the output current of the feel motor according to the final running deviation compensation current to perform feel compensation through the steering wheel.

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