Vehicle steering torque adjustment method, vehicle and storage medium

Abstract

The embodiment of the invention provides a vehicle steering torque adjusting method, a vehicle and a storage medium, and relates to the technical field of vehicle control. The steering torque adjusting method of the vehicle comprises the steps that when the running state of the vehicle is in a deviation running state and the crosswind interference compensation function of the vehicle is in an activated state, the hand torque of a driver of the vehicle is obtained, and the hand torque is the torque acting on a steering wheel by the driver; a first compensation value and a second compensation value are determined based on the hand torque, the first compensation value is used for compensating for the instantaneous deviation of the vehicle steering torque, and the second compensation value is used for compensating for the periodic deviation of the vehicle steering torque; determining a compensation torque based on the first compensation value and the second compensation value; and adjusting the vehicle steering torque based on the compensation torque and the hand torque. The technical problem that driving safety is affected due to the fact that an effective control strategy for the vehicle deviation phenomenon occurring when the vehicle is interfered by external factors in the prior art is lacked is solved.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more specifically, to a method for adjusting the steering torque of a vehicle, a vehicle, and a storage medium. Background Technology

[0002] Electric power steering systems are an important component in ensuring vehicle handling stability. However, in changing driving environments, especially when encountering external factors such as crosswinds, road slopes, and uneven tire pressure, vehicles often experience unpredictable deviations from their intended path.

[0003] Current technologies primarily rely on manual correction by the driver and subsequent vehicle maintenance to address vehicle pull-off caused by external factors. However, existing methods have significant limitations: firstly, the driver needs to continuously apply additional torque to counteract the pull-off, especially at high speeds, which undoubtedly increases driving stress and reduces safety; secondly, traditional maintenance and adjustment methods, such as four-wheel alignment, can only correct static issues and cannot dynamically adapt to constantly changing external disturbances during driving. Furthermore, repeated alignment adjustments lead to accelerated wear of vehicle components, increasing maintenance costs and reducing the overall usability of the vehicle. Therefore, effectively controlling vehicle pull-off caused by external factors to ensure driving safety is a crucial technical challenge in this field.

[0004] There is currently no good solution to the above problems. Summary of the Invention

[0005] This application provides a method for adjusting the steering torque of a vehicle, a vehicle, and a storage medium, to at least solve the technical problem in the related art of lacking an effective control strategy for vehicle deviation when the vehicle is disturbed by external factors, thereby affecting driving safety.

[0006] According to one aspect of the embodiments of this application, a method for adjusting the steering torque of a vehicle is provided, comprising: in response to the vehicle's driving state being a veering state and the vehicle's crosswind interference compensation function being activated, acquiring the driver's hand torque, wherein the hand torque is the torque exerted by the driver on the steering wheel; determining a first compensation value and a second compensation value based on the hand torque, wherein the first compensation value is used to compensate for the instantaneous deviation of the vehicle's steering torque, and the second compensation value is used to compensate for the periodic deviation of the vehicle's steering torque; determining a compensation torque based on the first compensation value and the second compensation value; and adjusting the vehicle's steering torque based on the compensation torque and the hand torque.

[0007] Optionally, the vehicle steering torque adjustment method further includes: acquiring the road curvature of the road currently being driven by the vehicle, the steering wheel angle of the vehicle, the vehicle speed, the driving trajectory, and the driver's hand torque; in response to the road curvature being less than a first threshold, the steering wheel angle being zero, and the vehicle speed being within a first speed range, determining the lateral offset between the driving trajectory and a preset straight trajectory; in response to the lateral offset being greater than a second threshold, determining the driving state as a veering driving state; and / or, in response to the hand torque being greater than zero within a first time period, determining the driving state as a veering driving state.

[0008] Optionally, the vehicle steering torque adjustment method further includes: in response to determining that the driving state is a veering state, acquiring the vehicle's yaw rate and wheel speed, wherein the wheel speed includes the left wheel speed and the right wheel speed; calculating the difference between the left wheel speed and the right wheel speed; verifying the driving state based on the yaw rate and the difference, and obtaining a verification result, wherein the verification result is used to reflect whether the vehicle is in a veering state.

[0009] Optionally, the vehicle steering torque adjustment method further includes: verifying the validity of a preset signal of the vehicle and determining the activation state of the vehicle's crosswind interference compensation function switch when the vehicle is in a veering state, wherein the preset signal is a relevant signal of the vehicle's electric power steering system, and the crosswind interference compensation function switch is used to control the activation state of the crosswind interference compensation function; in response to the preset signals being valid and the crosswind interference compensation function switch being activated, acquiring the vehicle's steering wheel angle, steering wheel speed, vehicle speed, yaw rate, and driver's hand torque; in response to the steering wheel angle being less than a third threshold, the steering wheel speed being less than a fourth threshold, the hand torque being less than a fifth threshold, the vehicle speed being within a second speed range, and the yaw rate being less than a sixth threshold within a second time period, determining that the crosswind interference compensation function is activated.

[0010] Optionally, the vehicle steering torque adjustment method further includes: in response to the failure of any preset signal, or when the vehicle's preset function is active, deactivating the crosswind interference compensation function so that the crosswind interference compensation function is inactive, and controlling the compensation torque to decrease to zero based on a preset adjustment rate, wherein the function level of the preset function is higher than the function level of the crosswind interference compensation function.

[0011] Optionally, the method for adjusting the steering torque of the vehicle further includes: in response to exiting the crosswind interference compensation function, clearing the first compensation value to zero and storing the second compensation value in a preset storage area; in response to reactivating the crosswind interference compensation function, reading the second compensation value from the preset storage area and determining a new compensation torque based on the second compensation value.

[0012] Optionally, the method for adjusting the steering torque of the vehicle further includes: in response to the crosswind interference compensation function switch being in the off state, clearing the first compensation value to zero and clearing the second compensation value to zero.

[0013] Optionally, determining the compensation torque based on the first compensation value and the second compensation value includes: determining the compensation torque based on the vehicle speed, a preset compensation strategy, the first compensation value, and the second compensation value, wherein the preset compensation strategy includes: when the vehicle speed is less than a first speed threshold, the compensation torque is zero; when the vehicle speed is within a third speed range, the compensation torque is directly proportional to the vehicle speed; and when the vehicle speed is greater than a second speed threshold, the compensation torque is a preset compensation torque value.

[0014] According to another aspect of the embodiments of this application, a vehicle steering torque adjustment device is also provided, comprising: an acquisition module, configured to acquire the driver's hand torque in response to the vehicle's driving state being a veering state and the vehicle's crosswind interference compensation function being activated, wherein the hand torque is the torque exerted by the driver on the steering wheel; a first determination module, configured to determine a first compensation value and a second compensation value based on the hand torque, wherein the first compensation value is used to compensate for the instantaneous deviation of the vehicle's steering torque, and the second compensation value is used to compensate for the periodic deviation of the vehicle's steering torque; a second determination module, configured to determine a compensation torque based on the first compensation value and the second compensation value; and an adjustment module, configured to adjust the vehicle's steering torque based on the compensation torque and the hand torque.

[0015] According to another aspect of the embodiments of this application, a vehicle is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the vehicle steering torque adjustment method of various embodiments of this application when it runs.

[0016] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, in which a computer program is stored, wherein the computer program is configured to execute the vehicle steering torque adjustment method of various embodiments of this application when run on a computer or processor.

[0017] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the vehicle steering torque adjustment method in various embodiments of this application.

[0018] According to another aspect of the embodiments of this application, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program, which, when executed by a processor, implements the vehicle steering torque adjustment method in various embodiments of this application.

[0019] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the vehicle steering torque adjustment method in various embodiments of this application.

[0020] In this embodiment, firstly, in response to the vehicle's driving state being a veering state and the vehicle's crosswind interference compensation function being activated, the driver's hand torque is acquired, where hand torque is the torque applied by the driver to the steering wheel. Secondly, based on the hand torque, a first compensation value and a second compensation value are determined, where the first compensation value is used to compensate for the instantaneous deviation of the vehicle's steering torque, and the second compensation value is used to compensate for the periodic deviation of the vehicle's steering torque. Further, a compensation torque is determined based on the first and second compensation values. Finally, the vehicle's steering torque is adjusted based on the compensation torque and hand torque. This application, in response to the vehicle veering state and confirming the crosswind interference compensation function is activated, acquires the hand torque applied by the driver to the steering wheel. This step directly senses the driver's actual control needs, thereby quickly responding to crosswind interference of varying intensities. Secondly, based on the acquired hand torque information, a first compensation value and a second compensation value are determined, where the first compensation value is used to compensate for instantaneous deviations, and the second compensation value is used to compensate for periodic deviations. The first compensation value provides appropriate torque compensation immediately upon sudden changes in crosswind intensity, reducing instantaneous vehicle deviation and enhancing vehicle stability and straight-line driving capability. The second compensation value addresses persistent interference, serving as a stable compensation benchmark. This dual-layer compensation strategy enhances the overall ability to respond to crosswind interference and ensures the accuracy of compensation. Finally, based on the compensation torque determined by integrating the first and second compensation values, and the driver's hand torque, the vehicle's steering torque is dynamically adjusted to ensure straight-line driving and guarantee driving safety. Therefore, this application achieves effective control over vehicle deviation caused by external factors, thereby ensuring driving safety and solving the technical problem in related technologies where there is a lack of effective control strategies for vehicle deviation caused by external factors, thus affecting driving safety. Attached Figure Description

[0021] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0022] Figure 1 This is a flowchart of a vehicle steering torque adjustment method according to an embodiment of this application;

[0023] Figure 2 This is a flowchart illustrating a method for adjusting the steering torque of a vehicle according to an embodiment of this application.

[0024] Figure 3 This is a logic diagram of a vehicle steering torque adjustment method according to an embodiment of this application;

[0025] Figure 4 This is a rendering of a vehicle steering torque adjustment method according to an embodiment of this application;

[0026] Figure 5 This is a structural block diagram of a vehicle steering torque adjustment device according to an embodiment of this application. Detailed Implementation

[0027] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0028] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0029] According to an embodiment of this application, a method embodiment for adjusting the steering torque of a vehicle is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0030] This embodiment provides a method for adjusting the steering torque of a vehicle. Figure 1 This is a flowchart of a vehicle steering torque adjustment method according to an embodiment of this application, such as... Figure 1 As shown, the process includes the following steps:

[0031] Step S11: In response to the vehicle's driving state being a veering state and the vehicle's crosswind interference compensation function being activated, the driver's hand torque is obtained, where the hand torque is the torque exerted by the driver on the steering wheel.

[0032] Step S12: Determine a first compensation value and a second compensation value based on the hand torque, wherein the first compensation value is used to compensate for the instantaneous deviation of the vehicle steering torque, and the second compensation value is used to compensate for the periodic deviation of the vehicle steering torque.

[0033] Step S13: Determine the compensation torque based on the first compensation value and the second compensation value;

[0034] Step S14: Adjust the vehicle steering torque based on the compensation torque and hand torque.

[0035] The aforementioned vehicle drift refers to a state in which a vehicle deviates from its intended or desired driving path, primarily manifested as the vehicle veering to one side when traveling in a straight line. Vehicle drift can be caused by factors such as crosswinds, road conditions (e.g., slope, uneven friction coefficient), or imbalances in vehicle parameters (e.g., tire pressure, suspension settings).

[0036] The aforementioned crosswind interference compensation function refers to an intelligent function integrated into the Electric Power Steering System (EPS) that can identify and analyze the influence of external forces on the vehicle's driving direction, especially disturbances caused by crosswinds, and then automatically correct vehicle deviation by adjusting the magnitude and direction of steering assistance, thereby reducing the driver's control burden.

[0037] The aforementioned driver's hand torque refers to the torsional torque exerted on the steering wheel when the driver is steering the vehicle. It directly reflects the physical input amount that the driver is trying to correct the vehicle's deviation.

[0038] Optionally, when the vehicle's driving state is determined to be veering off course, and the crosswind interference compensation function has been activated, the electric power steering system controller will initiate a data acquisition and analysis program to determine whether the veering is related to crosswinds or other external factors. Simultaneously, it will capture and quantify the hand torque applied by the driver to the steering wheel to maintain stable straight-line driving. Real-time acquisition of this hand torque data provides intuitive and necessary feedback for subsequent calculation of the compensation torque.

[0039] The aforementioned first compensation value is primarily used to address momentary or sudden external disturbances, such as a sudden increase in crosswinds. The purpose of calculating the first compensation value is to immediately correct minor vehicle yaws, ensuring that the vehicle can quickly return to the driver's desired driving path.

[0040] The aforementioned second compensation value is used to compensate for steering deviations caused by continuous or periodic external factors (such as continuous crosswinds), and it focuses on long-term stability and driving comfort.

[0041] Optionally, based on hand torque, a first compensation value and a second compensation value are determined using a mathematical model and a preset algorithm (such as a machine learning algorithm). The first compensation value is calculated based on the instantaneous change in hand torque. Through real-time sensor data analysis, such as the changing trends of yaw rate and vehicle speed, the required instantaneous torque compensation amount, i.e., the first compensation value, is calculated to quickly respond to external disturbances such as sudden crosswinds and maintain the vehicle's instantaneous stability. The calculation of the second compensation value relies on long-term data accumulation and learning. The average value or characteristic value of hand torque under specific driving conditions (such as a specific speed range) is recorded to construct a periodic deviation compensation model. When encountering similar external influences again, this model can provide predictive compensation based on historical data, i.e., the second compensation value, thereby enabling the vehicle to maintain better straight-line driving performance in the long term.

[0042] Optionally, the instantaneous variation components in the hand torque are first identified using Fast Fourier Transform or other time series analysis methods. Then, filtering techniques (such as Kalman filtering, sliding window averaging, etc.) are used to separate the instantaneous deviation and quantify it. Further, based on the quantization result of the instantaneous deviation, a first compensation value is calculated using a preset control algorithm (such as fuzzy logic control, etc.). The first compensation value aims to instantly offset the instantaneous deviation, ensuring that the vehicle can quickly resume straight-line driving when encountering sudden crosswinds or other situations.

[0043] Optionally, the driver's hand torque data under different driving conditions is continuously recorded to form a large historical database. Then, statistical methods (such as moving average and least squares methods) are used to analyze the patterns of periodic deviations. Periodic deviations originate from inherent vehicle asymmetry, periodic changes in road surface (such as ditches and shoulders), or recurring crosswind patterns. Furthermore, machine learning algorithms (such as neural networks and support vector machines) are used to train a compensation model based on historical data in the database. This model can predict potential future periodic deviations, providing a predictive basis for calculating the second compensation value. When the vehicle is in the crosswind interference compensation function activated state, the second compensation value is determined based on the predicted periodic deviations, ensuring that the compensation torque can continuously and effectively offset the periodic deviations.

[0044] The aforementioned compensation torque refers to the torque output to correct vehicle deviation and maintain straight-line driving. The compensation torque is determined by a combination of the first compensation value and the second compensation value, aiming to precisely match the steering correction force required under current driving conditions.

[0045] Optionally, the process of determining the compensation torque based on the first and second compensation values ​​involves weight allocation and dynamic adjustment algorithms to ensure that the compensation torque can both quickly respond to instantaneous deviations and continuously correct periodic deviations, achieving optimal driving experience and vehicle control performance. The determination of the compensation torque must balance driving safety and comfort, avoiding over-compensation that could lead to excessively abrupt vehicle responses, negatively impacting the riding experience and handling.

[0046] In one optional embodiment, the first compensation value and the second compensation value are fused with the vehicle speed and a preset compensation strategy to obtain the final compensation torque. No torque compensation is performed at low speeds; at medium speeds, the compensation torque is determined based on the first and second compensation values, and the compensation torque increases linearly with speed; at high speeds, the compensation torque is set to a preset compensation torque value to ensure driving safety.

[0047] The aforementioned vehicle steering torque refers to the torque output to the steering system to assist the driver in turning the steering wheel. It is determined by the driver's hand torque and the compensation torque, and affects the vehicle's steering effort and stability.

[0048] Optionally, the output power of the electric power steering system motor can be adjusted based on the compensation torque and the driver's current hand torque to correct the vehicle's steering torque.

[0049] Based on steps S11 to S14 above, firstly, in response to the vehicle's driving state being a veering state and the vehicle's crosswind interference compensation function being activated, the driver's hand torque is acquired, where hand torque is the torque applied by the driver to the steering wheel; secondly, a first compensation value and a second compensation value are determined based on the hand torque, where the first compensation value is used to compensate for the instantaneous deviation of the vehicle's steering torque, and the second compensation value is used to compensate for the periodic deviation of the vehicle's steering torque; furthermore, a compensation torque is determined based on the first compensation value and the second compensation value; finally, the vehicle's steering torque is adjusted based on the compensation torque and the hand torque. This application, in response to the vehicle veering state and confirming the crosswind interference compensation function is activated, acquires the hand torque applied by the driver to the steering wheel. This step can directly perceive the driver's actual control needs, thereby quickly responding to crosswind interference of different intensities. Secondly, based on the acquired hand torque information, a first compensation value and a second compensation value are determined, where the first compensation value is used to compensate for instantaneous deviations, and the second compensation value is used to compensate for periodic deviations. The first compensation value provides appropriate torque compensation immediately upon sudden changes in crosswind intensity, reducing instantaneous vehicle deviation and enhancing vehicle stability and straight-line driving capability. The second compensation value addresses persistent interference, serving as a stable compensation benchmark. This dual-layer compensation strategy enhances the overall ability to respond to crosswind interference and ensures the accuracy of compensation. Finally, based on the compensation torque determined by integrating the first and second compensation values, and the driver's hand torque, the vehicle's steering torque is dynamically adjusted to ensure straight-line driving and guarantee driving safety. Therefore, this application achieves effective control over vehicle deviation caused by external factors, thereby ensuring driving safety and solving the technical problem in related technologies where there is a lack of effective control strategies for vehicle deviation caused by external factors, thus affecting driving safety.

[0050] The vehicle control method in the embodiments of this application will be further described below.

[0051] In one optional embodiment, the vehicle steering torque adjustment method further includes the following steps:

[0052] Step S111: Obtain the road curvature, steering wheel angle, vehicle speed, driving trajectory, and driver's hand torque of the road currently being driven by the vehicle.

[0053] Step S112: In response to the road curvature being less than a first threshold, the steering wheel angle being zero, and the vehicle speed being within a first speed range, determine the lateral offset between the driving trajectory and the preset straight trajectory.

[0054] Step S113: In response to the lateral offset being greater than the second threshold, the driving state is determined to be a deviation driving state.

[0055] Step S114: In response to the hand torque being greater than zero within the first time period, the driving state is determined to be a veergence driving state.

[0056] The aforementioned road curvature is used to describe the degree of curvature of road curves in order to determine whether a vehicle is affected by unexpected external forces.

[0057] The steering wheel angle mentioned above reflects the rotation angle of the steering wheel relative to the initial straight-line driving position, and is a direct parameter for assessing whether the vehicle is veering off course.

[0058] The aforementioned driving trajectory refers to the actual path the vehicle travels, which can be used to analyze whether the vehicle deviates from the preset straight driving route.

[0059] The aforementioned driver's hand torque refers to the torque applied by the driver to the steering wheel to correct the vehicle's deviation.

[0060] Optionally, vehicle operating status data can be collected through various onboard sensors. This includes road curvature information provided by the Global Navigation Satellite System, steering wheel angle measured by an angle sensor, vehicle speed obtained by wheel speed sensors, driving trajectory calculated using image processing technology or navigation data, and the hand torque applied to the steering wheel by the driver monitored by a torque sensor. Based on the collected data set, the vehicle's driving status and the impact of external disturbances can be assessed.

[0061] The first threshold mentioned above is a predefined critical value for road curvature, used to exclude natural steering demand caused by the curvature of the road itself.

[0062] When the road curvature is below a first threshold, the steering wheel is in the centered position (angle is zero), and the vehicle speed is within a first speed range, the vehicle is considered to be in an ideal straight-line driving state. Based on this, by comparing the vehicle's actual driving trajectory with the ideal straight-line trajectory (i.e., the preset straight-line trajectory), the lateral offset is calculated. This offset is direct evidence to determine whether a deviation phenomenon exists.

[0063] The second threshold mentioned above is the critical value of lateral offset, used to determine whether the vehicle is veering off course.

[0064] If the lateral offset is greater than the second threshold, the vehicle is considered to be in a state of veering off course.

[0065] In addition to lateral deviation, the driver's hand torque is detected during the first time period. If the hand torque remains greater than zero during the first time period, meaning the driver continuously applies a non-zero torque to maintain the vehicle's straight-line travel, this is also considered another clear indication of vehicle deviation.

[0066] By analyzing multi-dimensional data such as road curvature, steering wheel angle, vehicle speed, driving trajectory, and driver's hand torque, it is possible to distinguish between normal driving behavior and deviation caused by external interference such as crosswinds.

[0067] In one optional embodiment, the vehicle steering torque adjustment method further includes the following steps:

[0068] Step S115: In response to determining that the driving state is a veergence driving state, the yaw rate and wheel speed of the vehicle are obtained, wherein the wheel speed includes the wheel speed of the left wheel and the wheel speed of the right wheel.

[0069] Step S116: Calculate the difference between the wheel speed of the left wheel and the wheel speed of the right wheel;

[0070] Step S117: Verify the driving state based on the yaw rate and the difference to obtain the verification result, wherein the verification result is used to reflect whether the vehicle is in a state of veering off course.

[0071] The yaw rate mentioned above refers to the rate of change of the vehicle's rotational speed around its longitudinal axis, and is an important parameter for evaluating the vehicle's dynamic stability and handling performance.

[0072] The wheel speeds mentioned above include the left and right wheel speeds, reflecting the frequency of wheel rotation. Differences in wheel speeds can be used to determine whether the vehicle is being affected by external disturbances that cause it to veer off course.

[0073] Once it has been determined that the vehicle is veering to one side, further analysis of the vehicle's dynamic performance is conducted to verify the accuracy of the veering assessment. Specifically, the vehicle's yaw rate data and the real-time rotational speeds of the left and right wheels are acquired. The yaw rate is measured by yaw rate sensors mounted on the vehicle, while the wheel rotational speeds are obtained through wheel speed sensors on each wheel.

[0074] Calculate the difference between the wheel speeds of the left and right wheels using simple subtraction. Ideally, the left and right wheels should rotate at the same speed when the vehicle is traveling in a straight line. Any significant difference may indicate external disturbances, such as crosswinds, causing one wheel to rotate faster or slower than the other to maintain straight-line travel, thus leading to vehicle veer.

[0075] The vehicle's deviation status is verified based on the yaw rate and the difference in wheel speeds. For example, a threshold is set to determine if the vehicle is in a deviation state. If the yaw rate is greater than a preset yaw rate threshold and the difference in wheel speeds is greater than a preset wheel speed difference, then the vehicle is confirmed to be in a deviation state.

[0076] By collecting yaw rate data and determining the wheel speed difference, the vehicle's dynamic performance and the coordination between the left and right wheels are comprehensively evaluated, thereby verifying the vehicle's driving status. This verification mechanism ensures the accurate identification of vehicle deviation.

[0077] In one optional embodiment, the vehicle steering torque adjustment method further includes the following steps:

[0078] Step S118: In the state of driving off course, verify whether the vehicle's preset signal is valid and determine the activation status of the vehicle's crosswind interference compensation function switch. The preset signal is a relevant signal of the vehicle's electric power steering system, and the crosswind interference compensation function switch is used to control the activation status of the crosswind interference compensation function.

[0079] Step S119: In response to the fact that all preset signals are valid and the crosswind interference compensation function switch is in the on state, the vehicle's steering wheel angle, steering wheel speed, vehicle speed, yaw rate and driver's hand torque are acquired.

[0080] In step S1110, in response to the steering wheel angle being less than the third threshold, the steering wheel speed being less than the fourth threshold, the hand torque being less than the fifth threshold, the vehicle speed being within the second speed range, and the yaw rate being less than the sixth threshold in the second time period, it is determined that the crosswind interference compensation function is in an active state.

[0081] The aforementioned preset signals are related signals of the vehicle's electric power steering system, including torque and angle signals from the torque and angle sensors, vehicle speed message signals, yaw rate signals, etc. The validity of these signals is a prerequisite for adjusting the steering torque.

[0082] The status of the crosswind interference compensation function switch determines whether the crosswind interference compensation function is enabled, which is usually operated by the driver or the system based on the current driving conditions.

[0083] Once it is determined that the vehicle is veering to one side, check whether the relevant signals of the vehicle's electric power steering system are valid and whether the crosswind interference compensation function switch is turned on.

[0084] Once the validity of the preset signal is verified and the crosswind interference compensation function is activated, more detailed vehicle driving status data is collected, including steering wheel angle, steering wheel speed, vehicle speed, yaw rate, and driver's hand torque. This data collection is accomplished through various built-in vehicle sensors, such as an angle sensor recording the steering wheel angle, wheel speed sensors monitoring vehicle speed, a yaw rate sensor tracking changes in vehicle dynamic stability, and a torque sensor continuously acquiring hand torque signals.

[0085] Optionally, when the steering wheel angle is less than the third threshold, the steering wheel speed is less than the fourth threshold, the hand torque is less than the fifth threshold, the vehicle speed is within the second speed range, and the yaw rate is less than the sixth threshold in the second time period, the conditions for activating the crosswind interference compensation function are met, and the crosswind interference compensation function is determined to be in an activated state.

[0086] By verifying the validity of the preset signal and obtaining the current driving status data of the vehicle, it is determined whether the vehicle meets the activation conditions of the crosswind interference compensation function, thereby reducing the risk of misoperation.

[0087] In an optional embodiment, the vehicle steering torque adjustment method further includes: in response to the failure of any preset signal, or when the vehicle's preset function is active, exiting the crosswind interference compensation function so that the crosswind interference compensation function is inactive, and controlling the compensation torque to decrease to zero based on a preset adjustment rate, wherein the function level of the preset function is higher than the function level of the crosswind interference compensation function.

[0088] Optionally, the aforementioned preset functions refer to specific functions in the advanced driver assistance system on the vehicle, such as emergency lane keeping function and automatic emergency braking function. These functions have a higher safety priority than crosswind interference compensation function.

[0089] The aforementioned preset adjustment rate refers to the pre-set rate of reduction in compensation torque, ensuring that when the crosswind interference compensation function is discontinued, the reduction in compensation torque will not cause a sudden impact on vehicle handling.

[0090] When any sensor malfunctions and fails to provide reliable data for any preset signal (such as steering wheel angle, vehicle speed, etc.), the crosswind interference compensation function will immediately deactivate to ensure vehicle safety. After deactivation, the compensation torque will gradually decrease at a preset adjustment rate until it reaches zero, preventing the sudden disappearance of compensation torque from causing driver discomfort or negatively impacting vehicle stability. The preset adjustment rate is set based on a comprehensive consideration of vehicle dynamics and driver comfort to ensure a smooth transition during torque adjustment.

[0091] Furthermore, when a vehicle's preset function is activated, it indicates that the vehicle is facing a higher level of safety threat, such as impending lane departure or a potential collision risk ahead. In this situation, the crosswind interference compensation function will actively deactivate, ensuring that the vehicle's advanced driver assistance systems have the highest level of control. By adjusting the preset rate to control the compensation torque to drop to zero, the vehicle is guaranteed maximum flexibility and responsiveness in emergency situations.

[0092] It should be noted that exiting the crosswind interference compensation function means changing the crosswind interference compensation function from an active state to an inactive state, not turning off the crosswind interference compensation function.

[0093] By implementing a mechanism to deactivate the crosswind interference compensation function, it is ensured that when sensor data is unreliable or the vehicle faces a more pressing safety threat, the crosswind compensation function can be deactivated quickly and orderly, returning vehicle control to the driver or giving way to a higher level of assistance system, thereby minimizing safety hazards.

[0094] In one optional embodiment, the vehicle steering torque adjustment method further includes the following steps:

[0095] Step S151: In response to exiting the crosswind interference compensation function, the first compensation value is cleared to zero and the second compensation value is stored in the preset storage area.

[0096] In step S152, in response to reactivating the crosswind interference compensation function, a second compensation value is read from the preset storage area, and a new compensation torque is determined based on the second compensation value.

[0097] The aforementioned first compensation value refers to the short-term compensation value, which is a temporary compensation torque value calculated based on the instantaneous deviation, used to correct the vehicle's direction immediately.

[0098] The aforementioned second compensation value refers to the long-term compensation value, which is used to continuously improve the vehicle's straight-line driving ability.

[0099] When the crosswind interference compensation function is deactivated, the first compensation value is immediately reset to zero. This step ensures that the vehicle is not affected by the residual effects of short-term compensation after the compensation function is deactivated, avoiding unnecessary torque output and maintaining the vehicle's natural driving state. At the same time, the second compensation value is not reset to zero but is saved to a preset storage area. This operation aims to retain the vehicle's drift pattern data encountered in the previous driving cycle, allowing for quick adjustment of the vehicle's steering torque based on previous learning results when the crosswind interference compensation function is activated again, providing more precise and personalized compensation.

[0100] When the crosswind interference compensation function is reactivated, the second compensation value stored in the previous driving cycle is read from the preset storage area. Based on the acquired second compensation value, a new compensation torque is determined. At the same time, it is adjusted in real time in combination with the current vehicle status and external environmental conditions, such as vehicle speed, steering wheel angle, and yaw rate. Thus, effective torque compensation can be provided the moment the function is reactivated, improving the vehicle's straight-line driving performance and reducing the driver's operating burden.

[0101] During the deactivation and reactivation of the crosswind interference compensation function, the short-term compensation (i.e., the first compensation value) is cleared to ensure that the vehicle's state is not affected by residual torque. At the same time, the long-term compensation (i.e., the second compensation value) is stored and utilized, so that when the vehicle encounters similar external interference again, it can quickly return to a straight driving state, reducing the driver's control pressure and improving driving comfort and safety.

[0102] In one alternative embodiment, the vehicle steering torque adjustment method further includes: in response to the crosswind interference compensation function switch being in a closed state, clearing a first compensation value to zero and clearing a second compensation value to zero.

[0103] When the crosswind compensation function switch is set to the off state, it means that the driver or the system believes that the current driving environment does not require or is not suitable for using the crosswind compensation function, such as when driving at low speeds or in certain driving modes. In this case, both the first compensation value and the second compensation value are reset to zero.

[0104] By resetting both the first and second compensation values ​​to zero, it is ensured that the steering system is not affected by the residual effects of the previous compensation strategy when there is no crosswind interference. After the resetting operation, the compensation strategy is adjusted according to the new driving environment.

[0105] In one optional embodiment, determining the compensation torque based on a first compensation value and a second compensation value includes: determining the compensation torque based on the vehicle speed, a preset compensation strategy, the first compensation value, and the second compensation value, wherein the preset compensation strategy includes: when the vehicle speed is less than a first speed threshold, the compensation torque is zero; when the vehicle speed is within a third speed range, the compensation torque is directly proportional to the vehicle speed; and when the vehicle speed is greater than a second speed threshold, the compensation torque is a preset compensation torque value.

[0106] When the vehicle speed is below a first speed threshold, the compensation torque is set to zero. This strategy takes into account that at low speeds, vehicle drift is usually not significant, and external disturbances such as crosswinds have little impact on the vehicle, thus eliminating the need for additional torque compensation. For example, when the vehicle speed is below 20 km / h, it is assumed that straight-line control is relatively easy, and the driver can easily handle possible drift. In this case, the compensation torque is zero, avoiding unnecessary system intervention.

[0107] When the vehicle speed is within the third speed range, the compensation torque is directly proportional to the vehicle speed. That is, as the vehicle speed increases, the magnitude of the compensation torque dynamically increases according to the first compensation value and the second compensation value. For example, when the vehicle speed is in the range of 30-120 km / h, the compensation torque will increase proportionally with the vehicle speed. This effectively ensures that even when the vehicle is traveling at high speed and encounters strong crosswinds, it can provide sufficient compensation force to help the vehicle maintain straight-line driving, while avoiding excessive torque output that would affect driving comfort.

[0108] When the vehicle speed exceeds the second speed threshold, the compensation torque is fixed at a preset compensation torque value. This strategy is typically applied in high-speed driving scenarios, such as exceeding 120 km / h, where the compensation torque should be maintained at a preset maximum value to ensure the stability and safety of the vehicle's straight-line driving.

[0109] By dynamically adjusting the compensation strategy, intelligent compensation for vehicle deviation at various speeds is achieved.

[0110] Figure 2 This is a flowchart illustrating a method for adjusting the steering torque of a vehicle according to an embodiment of this application, as shown below. Figure 2 As shown, the specific implementation method for adjusting the vehicle's steering torque is as follows:

[0111] Step S21: Check the vehicle status to see if the vehicle is pulling to one side. If it is pulling to one side, proceed to the next step; otherwise, end the process.

[0112] Step S22: If the vehicle pulls to one side due to external factors or the vehicle itself, further determine whether the relevant signals in the electric power steering controller are valid. If valid, proceed to the next step.

[0113] Step S23: The driver operates the steering wheel to keep the vehicle traveling in a straight line. The electric power steering controller determines in real time whether the relevant signals meet the activation conditions of the crosswind interference compensation function. If they do, proceed to the next step.

[0114] Step S24: After the crosswind interference compensation function is activated, the electric power steering controller compensates for vehicle deviation based on the torque applied by the driver to the steering wheel. The compensation method is divided into short-time compensation and long-time compensation. Short-time compensation is performed in real-time as needed. After the crosswind interference compensation function is deactivated, the short-time compensation is reset to zero. The long-time compensation is a stored value. When the crosswind interference compensation function is reactivated or in the next ignition cycle, the latest stored value is used to superimpose the short-time compensation to output a compensation torque, assisting the driver in controlling the vehicle.

[0115] Step S25: The vehicle maintains normal straight-line driving by using the compensation torque output by the electric power steering controller motor.

[0116] Based on the above steps S21 to S25, it is possible to effectively control the vehicle deviation phenomenon that occurs when the vehicle is disturbed by external factors, thereby ensuring driving safety. This solves the technical problem in related technologies that there is a lack of effective control strategies for the vehicle deviation phenomenon that occurs when the vehicle is disturbed by external factors, which affects driving safety.

[0117] Figure 3 This is a logic diagram of a vehicle steering torque adjustment method according to an embodiment of this application, based on... Figure 3 The control logic shown illustrates the implementation process of the vehicle's steering torque adjustment method as follows.

[0118] First, the vehicle's condition is checked to see if there is any deviation from the straight line. The specific method is as follows: If, on a straight road, with the steering wheel angle centered and the vehicle speed stable at 30-60 km / h, the vehicle's trajectory deviates from the straight line by a preset threshold (e.g., 1.5 meters / 100 meters), then the vehicle is considered to be deviation from the straight line. Additionally, if the driver needs to continuously apply steering torque to one side, this is also used as a criterion for determining deviation.

[0119] When a vehicle begins to veer off course, the driver applies a corrective torque to the steering wheel. Simultaneously, the electric power steering system controller checks the validity of relevant signals. These signals include: torque and angle signals from the torque angle sensor, vehicle speed message, yaw rate signal, and crosswind compensation function switch signal. If all these signals are valid, further analysis is conducted to determine if the vehicle is indeed veering off course. The steering wheel angle sensor acquires the steering wheel rotation angle in real time, the yaw rate sensor monitors the vehicle's yaw angle, and the wheel speed sensors record the rotational speeds of the four wheels. If the yaw rate consistently exceeds ±0.5° / s, or the difference in speed between the left and right wheels is greater than 2 km / h, then the vehicle is confirmed to be veering off course. If the signals are valid and the crosswind compensation function switch is activated, it indicates that the crosswind compensation function has met its activation conditions; that is, the relevant enabling signals for the crosswind compensation function are satisfied (the crosswind compensation module is enabled).

[0120] Once the crosswind interference compensation function enable signal meets the conditions, the electric power steering system controller determines whether the crosswind compensation function activation conditions are met. The activation conditions include: steering wheel angle, steering wheel speed, hand torque (i.e., steering wheel torque), vehicle speed, and yaw rate. The threshold values ​​for these signals are calibrated quantities that can be adjusted based on the actual vehicle performance. For example, if the crosswind compensation function enable signal meets the conditions, and the steering wheel angle is <5°, the steering wheel speed is <35° / s, the hand torque is <2Nm, the vehicle speed is between 30-180km / h, and the yaw rate is <1° and maintained for at least 0.5s, it indicates that the crosswind compensation function meets the activation conditions.

[0121] After the crosswind interference compensation function is activated, the electric power steering system controller learns the torque applied by the driver to the steering wheel, converting the real-time learned value into short-time compensation (corresponding to short-time learning calculation) and long-time compensation (corresponding to long-time learning calculation) using different conversion methods. Short-time compensation is the real-time output value, while long-time compensation is the real-time stored value. Within the current ignition cycle, the crosswind interference compensation output torque is output as a combination of short-time and long-time compensation. However, short-time compensation is reset to zero after the function is exited, while long-time compensation stores the last learned value in a fixed module after the function exits. The next time the vehicle re-enters the function, long-time compensation is based on the stored value and continues to be superimposed with short-time compensation for output, reducing vehicle drift caused by external factors.

[0122] Considering that the vehicle's deviation effect is not obvious at low speeds, a speed calibration value can be set as the minimum value for functional compensation (i.e., compensation limit). For example, when the vehicle speed is below 30km / h, the output compensation torque value of the crosswind interference compensation function is 0. Between the vehicle speed of 30-60km / h, the compensation torque value increases linearly. When the vehicle speed is above 60km / h, the compensation torque value is output at 100%. The 30km / h and 60km / h values ​​are calibrable and can be calibrated based on the actual vehicle effect.

[0123] When any activation parameter value in the activation conditions exceeds the calibrated threshold or an advanced function is activated, the crosswind interference compensation function exits, short-term compensation is reset to zero, and long-term compensation is not output but retains the latest calculated value. If any related enabling signal fails during the operation of the crosswind interference compensation function, such as the torque and angle signals from the torque and angle sensors, vehicle speed message signals, yaw rate signals, or a serious malfunction in the electric power steering system, the output compensation torque will gradually decrease from the current value to 0 to prevent the compensation torque from disappearing instantaneously due to signal failure, thus avoiding instantaneous steering wheel correction. The previously learned and stored long-term compensation value will also be reset to zero. If the crosswind interference compensation function is turned off, both long-term and short-term compensation values ​​are reset to zero. When the vehicle's crosswind compensation function is activated, both long-term and short-term compensation output a certain torque to assist the driver in controlling the steering wheel. Due to the crosswind compensation function, the electric power steering motor will output a compensation torque in the opposite direction of the vehicle's pull, maintaining straight-line driving and reducing the hand torque applied by the driver to the steering wheel.

[0124] It's easy to understand that the crosswind interference compensation function can promptly correct vehicle drift, preventing abnormal tire wear caused by prolonged drift. Traditionally, vehicle drift results in uneven friction between the tires and the road surface, accelerating wear on some tires, shortening tire lifespan, and increasing the frequency and cost of tire replacement. This invention reduces this abnormal wear, extends tire lifespan, and lowers vehicle maintenance costs. Simultaneously, it reduces the additional stress and wear on components such as the steering mechanism caused by drift, thereby extending the lifespan of these components and further reducing overall vehicle maintenance costs.

[0125] Figure 4 This is a rendering of a vehicle steering torque adjustment method according to an embodiment of this application, such as... Figure 4 As shown, without torque compensation, the target vehicle will veer off course during driving. However, after torque compensation is performed based on the vehicle steering torque adjustment method in this application, the target vehicle can maintain straight-line driving (the position of the vehicle in the dotted line is the position of the vehicle after torque compensation).

[0126] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation portals are provided for users to choose to authorize or refuse.

[0127] According to another aspect of the embodiments of this application, a vehicle steering torque adjustment device is also provided. Figure 5 This is a structural block diagram of a vehicle steering torque adjustment device 500 according to an embodiment of this application, as shown below. Figure 5 As shown, the device includes: an acquisition module 501, used to acquire the driver's hand torque in response to the vehicle's driving state being a veering state and the vehicle's crosswind interference compensation function being activated, wherein the hand torque is the torque exerted by the driver on the steering wheel; a first determination module 502, used to determine a first compensation value and a second compensation value based on the hand torque, wherein the first compensation value is used to compensate for the instantaneous deviation of the vehicle's steering torque, and the second compensation value is used to compensate for the periodic deviation of the vehicle's steering torque; a second determination module 503, used to determine the compensation torque based on the first compensation value and the second compensation value; and an adjustment module 504, used to adjust the vehicle's steering torque based on the compensation torque and the hand torque.

[0128] According to another aspect of the embodiments of this application, a vehicle is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the vehicle steering torque adjustment method of various embodiments of this application when it runs.

[0129] Optionally, in this embodiment, the processor in the vehicle can be configured to run an executable program to perform the following steps:

[0130] Step S11: In response to the vehicle's driving state being a veering state and the vehicle's crosswind interference compensation function being activated, the driver's hand torque is obtained, where the hand torque is the torque exerted by the driver on the steering wheel.

[0131] Step S12: Determine a first compensation value and a second compensation value based on the hand torque, wherein the first compensation value is used to compensate for the instantaneous deviation of the vehicle steering torque, and the second compensation value is used to compensate for the periodic deviation of the vehicle steering torque.

[0132] Step S13: Determine the compensation torque based on the first compensation value and the second compensation value;

[0133] Step S14: Adjust the vehicle steering torque based on the compensation torque and hand torque.

[0134] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the readable storage medium is located to execute the vehicle steering torque adjustment method of various embodiments of this application.

[0135] Optionally, in this embodiment, the executable program can be configured to store an executable program for performing the following steps:

[0136] Step S11: In response to the vehicle's driving state being a veering state and the vehicle's crosswind interference compensation function being activated, the driver's hand torque is obtained, where the hand torque is the torque exerted by the driver on the steering wheel.

[0137] Step S12: Determine a first compensation value and a second compensation value based on the hand torque, wherein the first compensation value is used to compensate for the instantaneous deviation of the vehicle steering torque, and the second compensation value is used to compensate for the periodic deviation of the vehicle steering torque.

[0138] Step S13: Determine the compensation torque based on the first compensation value and the second compensation value;

[0139] Step S14: Adjust the vehicle steering torque based on the compensation torque and hand torque.

[0140] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the vehicle steering torque adjustment method in various embodiments of this application.

[0141] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program, which, when executed by a processor, implements the vehicle steering torque adjustment method in various embodiments of this application.

[0142] Embodiments of this application also provide a computer program that, when executed by a processor, implements the vehicle steering torque adjustment method described in the various embodiments of this application.

[0143] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0144] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0145] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0146] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0147] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0148] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for adjusting the steering torque of a vehicle, characterized in that, The method includes: In response to the vehicle's driving state being a veering state and the vehicle's crosswind interference compensation function being activated, the driver's hand torque is obtained, wherein the hand torque is the torque exerted by the driver on the steering wheel. A first compensation value and a second compensation value are determined based on the hand torque, wherein the first compensation value is used to compensate for the instantaneous deviation of the vehicle steering torque, and the second compensation value is used to compensate for the periodic deviation of the vehicle steering torque. The compensation torque is determined based on the first compensation value and the second compensation value; The vehicle steering torque is adjusted based on the compensation torque and the hand torque.

2. The method according to claim 1, characterized in that, The method further includes: The road curvature of the road currently being traveled by the vehicle, the steering wheel angle of the vehicle, the vehicle speed, the driving trajectory, and the hand torque of the driver are obtained. In response to the road curvature being less than a first threshold, the steering wheel angle being zero, and the vehicle speed being within a first speed range, the lateral offset between the driving trajectory and the preset straight trajectory is determined. In response to the lateral offset being greater than a second threshold, the driving state is determined to be the veering driving state; and / or, In response to the hand torque being greater than zero during a first time period, the driving state is determined to be the veergence driving state.

3. The method according to claim 2, characterized in that, The method further includes: In response to determining that the driving state is the veergence driving state, the yaw rate and wheel speed of the vehicle are obtained, wherein the wheel speed includes the left wheel speed and the right wheel speed; Calculate the difference between the wheel speed of the left wheel and the wheel speed of the right wheel; The driving state is verified based on the yaw rate and the difference to obtain a verification result, wherein the verification result is used to reflect whether the vehicle is in the driving state of veering off course.

4. The method according to claim 1, characterized in that, The method further includes: In the state of veering, verify whether the vehicle's preset signal is valid and determine the activation state of the vehicle's crosswind interference compensation function switch. The preset signal is a signal related to the vehicle's electric power steering system, and the crosswind interference compensation function switch is used to control the activation state of the crosswind interference compensation function. In response to the fact that all the preset signals are valid and the crosswind interference compensation function switch is in the on state, the steering wheel angle, steering wheel speed, vehicle speed, yaw rate and the driver's hand torque of the vehicle are obtained. In response to the steering wheel angle being less than a third threshold, the steering wheel rotation speed being less than a fourth threshold, the hand torque being less than a fifth threshold, the vehicle speed being within a second speed range, and the yaw rate being less than a sixth threshold within a second time period, it is determined that the crosswind interference compensation function is in the activated state.

5. The method according to claim 4, characterized in that, The method includes: In response to the failure of any of the preset signals, or if the preset function of the vehicle is active, the crosswind interference compensation function is deactivated so that the crosswind interference compensation function is inactive, and the compensation torque is reduced to zero based on a preset adjustment rate, wherein the function level of the preset function is higher than the function level of the crosswind interference compensation function.

6. The method according to claim 5, characterized in that, The method further includes: In response to exiting the crosswind interference compensation function, the first compensation value is cleared to zero, and the second compensation value is stored in a preset storage area; In response to reactivating the crosswind interference compensation function, the second compensation value is read from the preset storage area, and a new compensation torque is determined based on the second compensation value.

7. The method according to claim 4, characterized in that, The method further includes: In response to the crosswind interference compensation function switch being in the off state, the first compensation value and the second compensation value are cleared to zero.

8. The method according to any one of claims 1-7, characterized in that, The determination of the compensation torque based on the first compensation value and the second compensation value includes: The compensation torque is determined based on the vehicle speed, a preset compensation strategy, the first compensation value, and the second compensation value, wherein the preset compensation strategy includes: When the vehicle speed is less than a first speed threshold, the compensation torque is zero; When the vehicle speed is within the third speed range, the compensation torque is directly proportional to the vehicle speed; When the vehicle speed is greater than the second speed threshold, the compensation torque is a preset compensation torque value.

9. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, executes the steering torque adjustment method for a vehicle as described in any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, wherein the computer program is configured to execute the steering torque adjustment method for a vehicle as described in any one of claims 1 to 8 when run on a computer or processor.

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