Steering torque control method and device, medium and steering system

Abstract

The invention discloses a steering torque control method and device, a medium and a steering system, and relates to the technical field of vehicle brake control. The method comprises the steps that when it is detected that a first controller breaks down, first steering torque output by the first controller and second steering torque output by a second controller are slowly reduced; and when the first steering torque and the second steering torque meet the first preset condition, output of the first steering torque is stopped, and the second steering torque is slowly increased till the second steering torque meets the second preset condition. The control state can be rapidly switched when the steering controller breaks down, the fault response time required by functional safety is met, and meanwhile, a slow-ascending and slow-descending switching strategy is adopted, so that it is ensured that the hand feeling of the road feeling simulator is kept smooth and continuous in the switching process.

Description

Technical Field

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

[0002] In current steer-by-wire systems, the road feel simulator and steering actuator are typically equipped with two independent power supply components, vehicle gateway, ignition components, sensors, controllers, and motors to ensure the system can still function normally in the event of a single point of failure, thus improving system reliability to some extent. However, existing technologies do not provide detailed specifications for specific switching control schemes, including the logic switching of control states under different fault conditions and the allocation of output capabilities of redundant controllers under different state monitoring conditions.

[0003] While some existing solutions introduce switching methods, they fail to adequately address the issue that directly switching the output torque of the corresponding control state can cause fluctuations in the feel of the road feel simulator when a fault necessitates switching the control source. Furthermore, even with gradual ascent and descent switching, excessively long switching times can not only lead to discontinuities in feel but may also violate functional safety requirements. These issues demonstrate significant shortcomings in current technologies for fault-tolerant control, failing to effectively balance functional safety and driving experience. Summary of the Invention

[0004] This application provides a steering torque control method, device, medium, and steering system that can quickly switch control states when the steering controller fails, meet the fault response time requirements, and ensure a smooth and continuous switching process.

[0005] In a first aspect, embodiments of this application provide a steering torque control method, the method comprising:

[0006] When a fault is detected in the first controller, the first steering torque output by the first controller and the second steering torque output by the second controller are gradually reduced.

[0007] When the first steering torque and the second steering torque meet the first preset condition, the output of the first steering torque is stopped, and the second steering torque is gradually increased until the second steering torque meets the second preset condition.

[0008] In some feasible embodiments, gradually reducing the first steering torque output by the first controller and the second steering torque output by the second controller includes:

[0009] Based on a preset torque reduction curve, the first steering torque and the second steering torque are dynamically reduced.

[0010] The second steering torque is gradually increased, including:

[0011] Based on the preset torque increase curve, the second steering torque is dynamically increased;

[0012] The actual magnitude of the changes in the torque decrease curve and the torque increase curve increases with the increase of the current vehicle speed and / or with the increase of the current steering wheel speed.

[0013] In some feasible embodiments, the method includes:

[0014] When the first steering torque and the second steering torque drop to the first torque threshold, both the first steering torque and the second steering torque are switched to zero, and it is determined that the first steering torque and the second steering torque meet the first preset condition.

[0015] When the second steering torque rises to the second torque threshold, the second steering torque is switched to the target torque value, and it is determined that the second steering torque meets the second preset condition.

[0016] In some feasible embodiments, the method further includes:

[0017] If the first steering torque and the second steering torque do not drop to the first torque threshold, and the actual drop time of the first steering torque and the second steering torque reaches the first time threshold, then the first steering torque and the second steering torque are both switched to zero, and it is determined that the first steering torque and the second steering torque meet the first preset condition.

[0018] If the second steering torque does not rise to the second torque threshold, and its actual rise time reaches the second time threshold, then the second steering torque is switched to the target torque value, and it is determined that the second steering torque meets the second preset condition.

[0019] In some feasible embodiments, the method includes:

[0020] Based on the current vehicle speed and the current steering wheel speed, and according to the preset corresponding coefficient change relationship, the vehicle speed coefficient and the steering wheel speed coefficient are determined respectively.

[0021] The target change range is calculated based on the vehicle speed coefficient, steering wheel speed coefficient, and preset default change range.

[0022] The total response time is calculated based on the target change range and the preset torque switching time.

[0023] When the total response time meets the third preset condition, the corresponding target change range is determined as the actual change range.

[0024] In some feasible embodiments, the method includes:

[0025] When the total response time is less than or equal to the third time threshold and greater than or equal to the fourth time threshold, the total response time is determined to meet the third preset condition.

[0026] If the total response time is greater than the third time threshold, the target change amplitude is reduced until the total response time is less than or equal to the third time threshold.

[0027] If the total response time is less than the fourth time threshold, the target change magnitude is increased until the total response time is greater than or equal to the fourth time threshold.

[0028] In some feasible embodiments, the first controller and the second controller jointly control the vehicle steering before the first steering torque is stopped being output;

[0029] When the first steering torque and the second steering torque meet the first preset condition, the method further includes:

[0030] The pre-drive controller of the first controller is turned off, so that the second controller can control the vehicle steering independently.

[0031] Secondly, embodiments of this application provide a steering torque control device, the device comprising:

[0032] The first torque adjustment module is used to reduce the first steering torque output by the first controller and the second steering torque output by the second controller respectively when a fault is detected in the first controller.

[0033] The second torque adjustment module is used to stop outputting the first steering torque and increase the second steering torque when the first steering torque and the second steering torque meet the first preset condition, until the second steering torque meets the second preset condition.

[0034] Thirdly, embodiments of this application provide a computer-readable storage medium, characterized in that the computer-readable storage medium stores at least one instruction or at least one program, wherein the at least one instruction or at least one program is loaded and executed by a processor to implement the steering torque control method as described above.

[0035] Fourthly, embodiments of this application provide a steering system, characterized in that the steering system includes: a processor and a memory storing computer program instructions; the processor executes the computer program instructions to implement the steering torque control method as described above.

[0036] Fifthly, embodiments of this application provide an electronic device, the device including: a processor and a memory storing computer program instructions; the processor executes the computer program instructions to implement the steering torque control method as described above.

[0037] Sixthly, embodiments of this application provide a computer program product in which instructions, when executed by a processor of an electronic device, cause the electronic device to perform any of the steering torque control methods described above.

[0038] Invention Function and Effect

[0039] The steering torque control method, apparatus, medium, and steering system of this application embodiment include: when a first controller malfunction is detected, gradually reducing the first steering torque output by the first controller and the second steering torque output by the second controller; when the first steering torque and the second steering torque meet a first preset condition, stopping the output of the first steering torque and gradually increasing the second steering torque until the second steering torque meets the second preset condition. Thus, in this application embodiment, by gradually reducing the first and second steering torques when the first controller malfunctions, stopping the output of the first steering torque after meeting the first preset condition, and simultaneously gradually increasing the second steering torque until the second preset condition is met, the control state can be quickly switched when the steering controller malfunctions. Simultaneously, the gradual increase and decrease switching strategy ensures that the road feel simulator maintains a smooth and continuous feel during the switching process. Attached Figure Description

[0040] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0041] Figure 1 This is one of the schematic flowcharts of steering torque control provided in the embodiments of this application;

[0042] Figure 2 This is the second schematic diagram of the steering torque control process provided in the embodiments of this application;

[0043] Figure 3 This is the third schematic diagram of the steering torque control process provided in the embodiments of this application;

[0044] Figure 4 This is a schematic diagram of the exponential coefficient update provided in the embodiments of this application;

[0045] Figure 5 This is a schematic diagram of the steering torque control device provided in the embodiments of this application.

[0046] Figure 6 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0047] The features and exemplary embodiments of various aspects of this application will be described in detail below. To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain this application and not to limit it. For those skilled in the art, this application can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this application by illustrating examples.

[0048] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes the element.

[0049] Please see Figure 1 It illustrates one of the flowcharts of the steering torque control method provided according to an embodiment of this application, such as... Figure 1 As shown in the embodiment of this application, the steering system includes a main controller and an auxiliary controller. When both the main controller and the auxiliary controller are in normal working condition, the system enters a main-auxiliary co-control mode, where the main controller and the auxiliary controller each undertake 50% of the output request, jointly completing the steering torque output task. When both the main controller and the auxiliary controller fail simultaneously, the system enters a no-assist mode, where neither the main controller nor the auxiliary controller outputs any requests. When the main controller fails, the system quickly switches to an auxiliary-path single-control mode, where the main controller stops outputting requests, and the auxiliary controller independently undertakes 100% of the output requests, ensuring the normal operation of the steering system. Conversely, if the auxiliary controller fails, the system switches to a main-path single-control mode, where the auxiliary controller stops outputting requests, and the main controller independently undertakes 100% of the output requests, continuing to provide stable steering assistance to the driver and ensuring that the vehicle's handling performance is not affected. In this embodiment, the cooperative working mode of the main controller and the auxiliary controller intelligently switches according to their fault status to ensure the stability and safety of the system.

[0050] Figure 2 The second schematic flowchart of the steering torque control method provided in the embodiments of this application is further illustrated. Figure 1A detailed explanation of the process of entering auxiliary control mode when the main controller fails, such as... Figure 2 As shown, when the main controller fails, the system will switch from outputting 50% torque from the main controller to the auxiliary controller to the six-phase motor, until the main controller completely stops outputting torque, while the auxiliary controller increases its output from the original 50% to take on 100% torque request, ensuring that the six-phase motor continues to receive complete steering assistance, thereby maintaining the vehicle's steering performance and driving safety.

[0051] This application provides a steering torque control method, device, medium, and steering system. The method is based on... Figure 2 The flowchart shown details the specific switching logic when the main controller fails. The steering torque control method of this application embodiment will be described in detail below. Figure 3 The third schematic flowchart of a steering torque control method according to an embodiment of this application is shown. Figure 3 As shown, it includes the following steps:

[0052] S101. When a fault is detected in the first controller, the first steering torque output by the first controller and the second steering torque output by the second controller are gradually reduced.

[0053] The first and second controllers are the core control units in the steer-by-wire system, forming a master-slave collaborative controller architecture. Their main task is to generate and regulate steering torque. During normal operation of the steering system, both controllers operate in a master-slave co-control mode, jointly controlling the output of corresponding steering torque based on the vehicle's driving conditions and the driver's intentions. Specifically, in this embodiment, under normal operating conditions, the first and second controllers each undertake half of the target steering torque output task, meaning they each respond to half of the steering torque demand.

[0054] In this embodiment, the scenario of a main controller malfunction is used as an example. In this scenario, the main controller is designated as the first controller, and the auxiliary controller serves as the second controller. In other embodiments, if the auxiliary controller malfunctions, the auxiliary controller is designated as the first controller, and the main controller serves as the second controller.

[0055] Specifically, during the operation of the steering system, the main controller and auxiliary controller operate in a state of simultaneous control, each responding to half of the steering torque demand. During this process, the status monitor receives and analyzes the operating data from both the main and auxiliary controllers in real time to accurately determine whether they are functioning correctly. If the main controller is found to have abnormal data due to a malfunction in the angle sensor or a fault in the target rack position calculation, the status monitor will determine that the main controller is malfunctioning.

[0056] In this step, when the status monitor detects a fault in the main controller, it dynamically reduces the first and second steering torques based on a preset torque reduction curve to achieve a gradual decrease in both torques. Specifically, this torque reduction curve is an exponential curve, with the formula: y = 0.5e^(-k_1x), where x represents time, y represents the proportion of torque request executed, and k_1 is the exponential coefficient (i.e., the actual change range), which is a calibrable value. The larger this value, the faster the torque changes.

[0057] The value of k_1 is dynamically adjusted based on vehicle speed and steering wheel rotation speed: the lower the vehicle speed, the smaller the k_1 value; the lower the steering wheel rotation speed, the smaller the k_1 value. This is because at low vehicle speeds or steering wheel rotation speeds, drivers typically need more precise vehicle control, and rapid torque changes can affect driving convenience and precision, and also cause fluctuations in the feel of the road feel simulator during transitions. In this case, reducing the k_1 value provides a smoother, more natural steering experience. In other embodiments, other types of curves can be used to achieve the same effect to adapt to different system designs and driving needs.

[0058] When the first steering torque and the second steering torque decrease to the first torque threshold, both the first steering torque and the second steering torque are switched to zero, and it is determined that the first steering torque and the second steering torque meet the first preset condition. Specifically, when the output torque of the main and auxiliary controllers gradually decreases from 50% to 5% of the torque request, the output torque of both the main and auxiliary controllers is switched to 0. The switching condition for the output torque of the main and auxiliary controllers to decrease to 5% of the torque request can be flexibly selected according to the system design requirements and safety strategies, including but not limited to: switching the output torque of the main and auxiliary controllers to zero only when both the output torque of the main controller and the output torque of the auxiliary controller decrease to 5% of the torque request; or switching the output torque of the main and auxiliary controllers to zero as long as either the output torque of the main controller or the output torque of the auxiliary controller decreases to 5% of the torque request. It should be noted that the above 5% is only an illustrative example, and the first torque threshold can be set according to actual needs.

[0059] This step also includes: if the first steering torque and the second steering torque do not drop to the first torque threshold, and the actual drop time of the first steering torque and the second steering torque reaches the first time threshold, then the first steering torque and the second steering torque are both switched to zero, and it is determined that the first steering torque and the second steering torque meet the first preset condition.

[0060] Specifically, if the value of k_1 is small, there may be a situation where the actual duration of the decrease in output torque of the main and auxiliary controllers has reached 30% of the fault response time interval, but the output torque of the main and auxiliary controllers has not yet decreased to the first torque threshold. In this case, both the first steering torque and the second steering torque will be switched to zero, and it will be determined that the first steering torque and the second steering torque meet the first preset condition. Thus, even if the torque decrease rate is slow due to a small value of k1, it can still ensure that the torque switching is completed within the fault response time, ensuring that the vehicle can quickly switch to a stable control mode in the event of a fault, thereby enhancing driving safety. It should be noted that the above 30% is only an illustrative example, and the first time threshold can be set according to actual needs.

[0061] S102. When the first steering torque and the second steering torque meet the first preset condition, stop outputting the first steering torque and gradually increase the second steering torque until the second steering torque meets the second preset condition.

[0062] When the first steering torque and the second steering torque meet the first preset condition, it indicates that the output torque of both the main and auxiliary controllers has returned to zero, meaning that neither the main nor auxiliary controllers respond to torque requests. Subsequently, the main controller completely stops outputting the first torque and no longer responds to torque requests. The auxiliary controller then responds to the torque requests and outputs steering torque independently, thereby switching the steering system from a control mode of simultaneous main and auxiliary control to a control mode of auxiliary control only.

[0063] Specifically, the auxiliary controller dynamically adjusts the second steering torque based on a preset torque increase curve. This torque increase curve is an exponential curve, with the formula: y = 1 - e^(-k_2x), where x represents time, y represents the proportion of torque request executed, and k_2 is the exponential coefficient (i.e., the actual change range), which is a calibrable value. The larger this value is, the faster the torque changes.

[0064] The value of k_2 is dynamically adjusted based on vehicle speed and steering wheel rotation speed: the lower the vehicle speed, the smaller the k_2 value; the lower the steering wheel rotation speed, the smaller the k_2 value. This is because at low vehicle speeds or steering wheel rotation speeds, drivers typically need more precise vehicle control, and rapid torque changes can affect driving convenience and precision, and also cause fluctuations in the feel of the road feel simulator during transitions. In this case, reducing the k_2 value provides a smoother, more natural steering experience. In other embodiments, other types of curves can be used to achieve the same effect to adapt to different system designs and driving needs.

[0065] Furthermore, in this step, to ensure the stable operation of the three-phase motor, the pre-drive controller (MOS) of the main controller will be turned off to cut off the control signal of the main controller to the three-phase motor, thereby preventing the main controller from continuing to apply unstable control commands to the motor in the fault state and avoiding abnormal operation of the motor due to incorrect control signals.

[0066] When the second steering torque rises to the second torque threshold, it is switched to the target torque value, and it is determined that the second steering torque meets the second preset condition. Specifically, when the output torque of the main and auxiliary controllers gradually increases from 0 to 95% of the torque request, the output torque of the auxiliary controller is directly switched to the target torque value. This target torque value is calculated by the system's control algorithm based on the driver's operating intention, the vehicle's driving state, and the preset control strategy. Afterward, the auxiliary controller fully assumes the task of responding to the torque request. It should be noted that 95% here is only an example; the second torque value can be set according to actual needs.

[0067] This step also includes: if the second steering torque does not rise to the second torque threshold, and its actual rise time reaches the second time threshold, then the second steering torque is switched to the target torque value, and it is determined that the second steering torque meets the second preset condition.

[0068] Specifically, if the k_2 value is small, there might be a situation where the actual rise time of the auxiliary controller's output torque has reached 50% of the fault response time interval, but the output torque of the auxiliary controller has not yet risen to the second torque threshold. In this case, the second steering torque will be switched to the target torque value, and it will be determined that the second steering torque meets the second preset condition. Thus, even if the torque rise rate is slow due to a small k_2 value, the torque switching can still be completed within the fault response time, ensuring that the vehicle can quickly switch to a stable control mode in the event of a fault, thereby enhancing driving safety. It should be noted that the aforementioned 50% is only an illustrative example, and the second time threshold can be set according to actual needs.

[0069] The steering torque control method of this application embodiment includes: when a fault is detected in the first controller, gradually reducing the first steering torque output by the first controller and the second steering torque output by the second controller; when the first steering torque and the second steering torque meet a first preset condition, stopping the output of the first steering torque and gradually increasing the second steering torque until the second steering torque meets the second preset condition. Thus, in this application embodiment, by gradually reducing the first and second steering torques when the first controller fails, stopping the output of the first steering torque after the first preset condition is met, and simultaneously gradually increasing the second steering torque until the second preset condition is met, the control state can be quickly switched when the steering controller fails. At the same time, the gradual increase and decrease switching strategy ensures that the road feel simulator maintains a smooth and continuous feel during the switching process.

[0070] Figure 4 A schematic diagram of the exponential coefficient update process according to an embodiment of this application is shown, such as... Figure 4 As shown, this process includes:

[0071] The system acquires the current vehicle speed and steering wheel speed. Based on these values ​​and a preset coefficient relationship, it determines the vehicle speed coefficient kv and steering wheel speed coefficient kw. The target change range is calculated using the vehicle speed coefficient kv, steering wheel speed coefficient kw, and a preset default change range k0. The total response time is calculated based on the target change range and a preset torque switching time. When the total response time meets a third preset condition, the corresponding target change range is determined as the actual change range.

[0072] Specifically, in this embodiment, the corresponding coefficient change relationship is expressed using a coefficient table. Based on the current vehicle speed and the current steering wheel rotation speed, a lookup operation is performed using a coefficient table that linearly changes with vehicle speed and a coefficient table that linearly changes with steering wheel rotation speed, respectively, to determine the vehicle speed coefficient kv and the steering wheel rotation speed coefficient kw. Subsequently, the product obtained by multiplying the default exponential coefficient k0, the steering wheel rotation speed coefficient kw, and the vehicle speed coefficient kv is denoted as the exponential coefficient (i.e., the target change range).

[0073] Based on the determined exponential coefficient, the time required for descent and ascent can be calculated. The time required for descent and ascent is added together, and then the time required for state switching (i.e., the preset torque switching time) is added on top of that to obtain the total response time (total switching time).

[0074] When the total response time is less than or equal to the third time threshold (e.g., 95% of the standard fault response time interval) and greater than or equal to the fourth time threshold (e.g., 85% of the standard fault response time interval), the total response time is determined to meet the third preset condition. At this time, torque switching is performed according to the exponential curve determined by the corresponding exponential coefficient, thereby ensuring that the total response time meets the standard fault response time required for functional safety.

[0075] If the total response time exceeds 95% of the standard fault response time interval, gradually decrease the target change range (k*0.95), recalculate the total response time, and reassess until the total response time is less than or equal to 95% of the standard fault response time interval. If the total response time is less than 85% of the standard fault response time interval, increase the target change range (k*1.05), recalculate the total response time, and reassess until the total response time is greater than or equal to 85% of the standard fault response time interval. It should be noted that the specific values ​​of 85% and 95% mentioned above are only examples and can be calibrated based on the feel of the actual vehicle during testing. During actual vehicle testing, the condition of quickly turning the steering wheel while stationary should be tested first. Under this condition, both the smooth and continuous feel of the torque switching process and the fault response time required for functional safety must be met.

[0076] Thus, the embodiments of this application can ensure that the total response time of the steering system is always within the functional safety requirements, thereby improving the reliability and safety of the system. Secondly, by gradually adjusting the coefficients, the rate of torque change can be controlled in a more precise way, avoiding poor driving experience or system instability caused by excessively long or short response times.

[0077] Based on the steering torque control method provided in the above embodiments, this application also provides specific implementation methods of the steering torque device. Please refer to the following embodiments.

[0078] like Figure 5 As shown in the embodiment of this application, the steering torque control device includes:

[0079] The first torque adjustment module 501 is used to reduce the first steering torque output by the first controller and the second steering torque output by the second controller respectively when a fault is detected in the first controller.

[0080] The second torque adjustment module 502 is used to stop outputting the first steering torque and increase the second steering torque when the first steering torque and the second steering torque meet the first preset condition, until the second steering torque meets the second preset condition.

[0081] The steering torque control device of this application embodiment, when a fault is detected in the first controller, gradually reduces the first steering torque output by the first controller and the second steering torque output by the second controller; when the first steering torque and the second steering torque meet a first preset condition, the output of the first steering torque is stopped, and the second steering torque is gradually increased until the second steering torque meets the second preset condition. Thus, in this application embodiment, by gradually reducing the first and second steering torques when the first controller fails, and stopping the output of the first steering torque after the first preset condition is met, while gradually increasing the second steering torque until the second preset condition is met, the control state can be quickly switched when the steering controller fails. Simultaneously, the gradual increase and decrease switching strategy ensures that the road feel simulator maintains a smooth and continuous feel during the switching process.

[0082] Figure 6 A schematic diagram of the hardware structure of the electronic device provided in an embodiment of this application is shown.

[0083] An electronic device may include a processor 601 and a memory 602 storing computer program instructions.

[0084] Specifically, the processor 601 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 this application.

[0085] Memory 602 may include mass storage for data or instructions. For example, and not limitingly, memory 602 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 602 may include removable or non-removable (or fixed) media. Where appropriate, memory 602 may be internal or external to the integrated gateway disaster recovery device. In a particular embodiment, memory 602 is non-volatile solid-state memory.

[0086] In a particular embodiment, memory 602 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 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), it is operable to perform the operations described with reference to the method according to one aspect of this disclosure.

[0087] The processor 601 implements any of the braking force correction methods in the above embodiments by reading and executing computer program instructions stored in the memory 602.

[0088] In one example, the electronic device may also include a communication interface 603 and a bus 610. For example, Figure 6 As shown, the processor 601, memory 602, and communication interface 603 are connected through bus 610 and complete communication with each other.

[0089] The communication interface 603 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0090] Bus 610 includes hardware, software, or both, that couples components of an electronic device together. For example, and not limitingly, the bus 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, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Component 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 610 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, any suitable bus or interconnect is contemplated herein.

[0091] The electronic device can execute the steering torque control method in the embodiments of this application, thereby achieving a combination Figure 1 and Figure 4 The described steering torque control method and apparatus.

[0092] Furthermore, in conjunction with the steering torque control method in the above embodiments, this application embodiment can provide a computer-readable storage medium for implementation. This computer-readable storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement any of the steering torque control methods in the above embodiments.

[0093] In conjunction with the steering torque control method in the above embodiments, this application embodiment can provide a computer program product, in which the instructions in the computer program product, when executed by the processor of an electronic device, cause the electronic device to perform any of the steering torque control methods described above.

[0094] In conjunction with the steering torque control method in the above embodiments, this application embodiment can provide a steering system to implement it. The steering system includes at least one of the following: the steering torque control device as described above; the computer-readable storage medium as described above; the computer program product as described above; a processor; and a memory storing computer program instructions; the processor, when executing the computer program instructions, implements the steering torque control method as described above.

[0095] 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.

[0096] The functional blocks shown in the above block 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.

[0097] 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.

[0098] 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 data processing apparatus to produce a machine such that these instructions, executable via the processor of the computer or other programmable data processing apparatus, 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, a special application 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.

[0099] The above are merely specific embodiments 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 steering torque control method, characterized in that, The method includes: When a fault is detected in the first controller, the first steering torque output by the first controller and the second steering torque output by the second controller are gradually reduced. When the first steering torque and the second steering torque meet the first preset condition, the output of the first steering torque is stopped, and the second steering torque is gradually increased until the second steering torque meets the second preset condition.

2. The steering torque control method according to claim 1, characterized in that, The step of gradually reducing the first steering torque output by the first controller and the second steering torque output by the second controller includes: Based on a preset torque reduction curve, the first steering torque and the second steering torque are dynamically reduced. The gradual increase of the second steering torque includes: Based on a preset torque increase curve, the second steering torque is dynamically increased; The actual variation range of the torque decrease curve and the torque increase curve increases with the increase of the current vehicle speed and / or with the increase of the current steering wheel speed.

3. The steering torque control method according to claim 2, characterized in that, The method includes: When the first steering torque and the second steering torque drop to the first torque threshold, both the first steering torque and the second steering torque are switched to zero, and it is determined that the first steering torque and the second steering torque meet the first preset condition. When the second steering torque rises to the second torque threshold, the second steering torque is switched to the target torque value, and it is determined that the second steering torque meets the second preset condition.

4. The steering torque control method according to claim 3, characterized in that, The method further includes: If the first steering torque and the second steering torque do not decrease to the first torque threshold, and the actual decrease time of the first steering torque and the second steering torque reaches the first time threshold, then the first steering torque and the second steering torque are both switched to zero, and it is determined that the first steering torque and the second steering torque meet the first preset condition. If the second steering torque does not rise to the second torque threshold, and its actual rise time reaches the second time threshold, then the second steering torque is switched to the target torque value, and it is determined that the second steering torque meets the second preset condition.

5. The steering torque control method according to claim 2, characterized in that, The method includes: Based on the current vehicle speed and the current steering wheel speed, the vehicle speed coefficient and steering wheel speed coefficient are determined according to the preset corresponding coefficient change relationship. The target change range is calculated based on the vehicle speed coefficient, the steering wheel speed coefficient, and the preset default change range. Based on the target change range and the preset torque switching time, the total response time is calculated; When the total response time meets the third preset condition, the corresponding target change range is determined as the actual change range.

6. The steering torque control method according to claim 5, characterized in that, The method includes: When the total response time is less than or equal to the third time threshold and greater than or equal to the fourth time threshold, it is determined that the total response time meets the third preset condition. If the total response time is greater than the third time threshold, then the target change amplitude is reduced until the total response time is less than or equal to the third time threshold; If the total response time is less than the fourth time threshold, the target change magnitude is increased until the total response time is greater than or equal to the fourth time threshold.

7. The steering torque control method according to claim 1, characterized in that, Before the first steering torque is stopped being output, the first controller and the second controller jointly control the vehicle steering; When the first steering torque and the second steering torque meet the first preset condition, the method further includes: The pre-drive controller of the first controller is turned off, so that the second controller can control the vehicle steering independently.

8. A steering torque control device, characterized in that, The device includes: The first torque adjustment module is used to gradually reduce the first steering torque output by the first controller and the second steering torque output by the second controller when a fault is detected in the first controller. The second torque adjustment module is used to stop outputting the first steering torque and gradually increase the second steering torque when the first steering torque and the second steering torque meet the first preset condition, until the second steering torque meets the second preset condition.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores at least one instruction or at least one program, which is loaded and executed by a processor to implement the steering torque control method as described in any one of claims 1-7.

10. A steering system, characterized in that, The steering system includes a processor and a memory storing computer program instructions; when the processor executes the computer program instructions, it implements the steering torque control method as described in any one of claims 1-7.

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