A steering assist pump control method, device, vehicle and readable storage medium

Abstract

The application provides a steering assist pump control method and device, a vehicle and a readable storage medium. The method is applied to the technical field of vehicles. The method comprises the following steps: determining a first assist pump rotating speed corresponding to a current driving speed; correcting the first assist pump rotating speed based on at least one target parameter to obtain a second assist pump rotating speed. The steering assist pump is controlled to operate according to the second assist pump rotating speed. The steering assist pump control method provided by the application corrects the first assist pump rotating speed through the target parameter, so that the steering assist force and the steering resistance are matched, thereby reducing the probability that the steering angle of the steering wheel exceeds the expected value due to excessive force of the user, and improving the safety of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to a power steering pump control method, apparatus, vehicle, and readable storage medium in the field of vehicle technology. Background Technology

[0002] During vehicle operation, the higher the vehicle's speed, the faster the contact speed between the tires and the ground, the lower the steering resistance, and the easier it is to turn the steering wheel. Therefore, during vehicle acceleration, if the user's reaction is not timely, they may turn the steering wheel with excessive force, causing the steering wheel to turn beyond the expected angle, potentially leading to a safety accident.

[0003] One approach in related technologies is to set the rotational speed of the power steering pump in the power steering system to be negatively correlated with the vehicle's speed; the higher the vehicle speed, the lower the rotational speed of the power steering pump, resulting in less steering assistance provided by the power steering system. This method can alleviate the aforementioned problem to some extent, but the matching degree between the steering assistance and the vehicle's state is still relatively low, which may cause some deviation during steering, thus posing certain safety risks to the vehicle. Summary of the Invention

[0004] This application provides a power steering pump control method, apparatus, vehicle, and readable storage medium, which can improve vehicle safety during driving.

[0005] Firstly, a power steering pump control method is provided, the method comprising:

[0006] Determine the speed of the first power steering pump corresponding to the current driving speed; wherein, the current driving speed and the speed of the first power steering pump are negatively correlated.

[0007] The speed of the first booster pump is corrected based on at least one target parameter to obtain the speed of the second booster pump;

[0008] The operation of the power steering pump is controlled according to the speed of the second power steering pump.

[0009] In this embodiment, the electronic control unit determines the first power steering pump speed corresponding to the current driving speed, corrects the first power steering pump speed based on at least one target parameter to obtain a second power steering pump speed, and controls the operation of the power steering pump according to the second power steering pump speed. Since different target parameters have different effects on the power steering pump speed, this embodiment corrects the first power steering pump speed using target parameters to match the steering assist with the steering resistance, thereby reducing the probability of the steering wheel turning angle exceeding expectations due to excessive force applied by the user, thus reducing the probability of accidents and improving vehicle safety.

[0010] In conjunction with the first aspect, in some possible implementations, the rotational speed of the first booster pump is corrected based on at least one target parameter, including:

[0011] For each target parameter, determine the first parameter interval in which the target parameter falls;

[0012] Determine the corresponding correction coefficient based on the first parameter range;

[0013] The speed of the first booster pump is corrected based on the correction factor to obtain the speed of the second booster pump.

[0014] In this embodiment, the electronic control unit can more accurately assess the vehicle's current steering assist demand by considering multiple target parameters and determining their respective parameter ranges. Adjusting the power steering pump speed according to different parameter ranges improves vehicle safety.

[0015] In conjunction with the first aspect, in some possible implementations, the operation of the power steering pump is controlled according to the speed of the second power steering pump, including:

[0016] Determine the difference between the current speed of the second booster pump and the speed of the second booster pump at the previous moment;

[0017] If the difference is greater than the preset threshold, the speed of the power steering pump is controlled to change along the gradient rate of change from the speed of the second power steering pump at the previous moment to the speed of the second power steering pump at the current moment.

[0018] In this embodiment, when the difference between the second power steering pump speed at the current moment and the second power steering pump speed at the previous moment is greater than or equal to a preset difference, the electronic control unit gradually adjusts the second power steering pump speed at the previous moment according to the difference to obtain the second power steering pump speed at the current moment. This can reduce the probability of sudden changes in steering assist, thereby reducing the situation where the steering wheel rotation angle exceeds expectations due to excessive force, and thus improving vehicle safety.

[0019] In conjunction with the first aspect, in some possible implementations, the target parameter includes the medium temperature of the power steering system, and the speed of the first power steering pump is corrected based on at least one target parameter to obtain the speed of the second power steering pump, including...

[0020] The initial medium flow rate of the power steering system is determined based on the rotational speed of the first power steering pump.

[0021] The initial medium flow rate is corrected based on the medium temperature to obtain the target medium flow rate;

[0022] The speed of the first booster pump is corrected based on the target medium flow rate to obtain the speed of the second booster pump.

[0023] In this embodiment, the medium flow rate is dynamically adjusted by the medium temperature. When the medium temperature is high, the medium flow rate can be appropriately reduced, thereby appropriately reducing the speed of the power steering pump. When the medium temperature is low, the medium flow rate can be increased, thereby increasing the speed of the power steering pump. This can reduce the driver's operating burden and make steering easier.

[0024] In conjunction with the first aspect, in some possible implementations, controlling the speed of the power steering pump to vary along the gradient rate of change from the speed of the second power steering pump at the previous moment to the speed of the second power steering pump at the current moment includes:

[0025] The gradient rate of change is determined based on the difference and the target duration; where the target duration is the interval between the current moment and the next moment.

[0026] Based on the gradient change rate, the speed of the power steering pump is controlled to change from the speed of the second power steering pump at the previous moment to the speed of the second power steering pump at the current moment.

[0027] In this embodiment, the electronic control unit determines the gradient change rate based on the difference and the target duration, and controls the speed of the power steering pump to change from the speed of the second power steering pump at the previous moment to the speed of the second power steering pump at the current moment. This can reduce the probability of sudden changes in power steering and thus improve vehicle safety.

[0028] In conjunction with the first aspect, in some possible implementations, determining the first power steering pump speed corresponding to the current driving speed includes:

[0029] The first speed range where the current driving speed is located is determined from multiple preset speed ranges; where each speed range corresponds to a different power steering pump speed.

[0030] The speed of the first booster pump is determined based on the booster pump speed corresponding to the first speed range.

[0031] In this embodiment, by setting a preset speed range and the corresponding power steering pump speed, the electronic control unit can quickly determine the required power steering pump speed without a complex calculation process, thereby improving the response speed of the power steering assist.

[0032] In conjunction with the first aspect, in some possible implementations, the target parameters include vehicle weight, tire pressure, the amount of medium in the power steering system, or the temperature of the medium in the power steering system. The second power steering pump speed is obtained by correcting the first power steering pump speed based on at least one target parameter, including:

[0033] The vehicle weight correction factor is determined based on the vehicle weight, and the vehicle weight and the vehicle weight correction factor are negatively correlated.

[0034] The tire pressure correction factor is determined based on the tire pressure, and the tire pressure and the tire pressure correction factor are negatively correlated.

[0035] The correction factor for the medium quantity is determined based on the medium quantity, and the medium quantity and the correction factor for the medium quantity are negatively correlated.

[0036] The medium temperature correction factor is determined based on the medium temperature, and the medium temperature and the medium temperature correction factor are negatively correlated.

[0037] The speed of the first booster pump is corrected based on at least one of the vehicle weight correction coefficient, tire pressure correction coefficient, medium quantity correction coefficient, and medium temperature correction coefficient to obtain the speed of the second booster pump.

[0038] In this embodiment, by comprehensively considering target parameters such as vehicle weight, tire pressure, medium quantity and medium temperature, and determining the corresponding correction coefficients, the speed of the first booster pump is precisely corrected, and the speed of the second booster pump can be obtained more accurately.

[0039] Secondly, a power steering pump control device is provided, the device comprising:

[0040] The determination module is used to determine the speed of the first power steering pump corresponding to the current driving speed; wherein, the current driving speed and the speed of the first power steering pump are negatively correlated.

[0041] The correction module is used to correct the speed of the first booster pump based on at least one target parameter to obtain the speed of the second booster pump;

[0042] The control module is used to control the operation of the power steering pump based on the speed of the second power steering pump.

[0043] Thirdly, a vehicle is provided, including a memory for storing executable program code;

[0044] A processor is used to call and run executable program code from memory, causing the vehicle to perform the methods in any of the possible implementations of the first aspect described above.

[0045] Fourthly, an executable program code product is provided, comprising: executable program code that, when run on a computer, causes the computer to perform the method in any possible implementation of the first aspect described above.

[0046] Fifthly, a readable storage medium is provided that stores executable program code, which, when run on a computer, causes the computer to perform the method in any possible implementation of the first aspect described above. Attached Figure Description

[0047] Figure 1This is a flowchart illustrating the steps of a power steering pump control method provided in an embodiment of this application;

[0048] Figure 2 A schematic flowchart illustrating a power steering pump control method provided in an embodiment of this application;

[0049] Figure 3 This is a schematic diagram of the structure of a power steering pump control device provided in an embodiment of this application;

[0050] Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0051] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0052] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0053] Currently, in order to make steering wheel operation easier, some vehicles are equipped with power steering systems. Power steering systems can provide constant steering assistance to the vehicle when the driver turns the steering wheel, thereby improving the driver's operating comfort.

[0054] A power steering system typically includes a power steering pump, a power steering pump motor (oil pump motor), and a hydraulic system. The oil pump motor drives the power steering pump to rotate, pumping a certain amount of steering fluid (medium) into the hydraulic cylinders in the hydraulic system, thus providing corresponding steering assistance to the steering wheel. The power steering assist is directly proportional to the speed of the oil pump motor; the higher the speed of the oil pump motor, the greater the steering assistance.

[0055] In practical applications, as a vehicle's speed increases, the contact speed between the tires and the ground accelerates, reducing the resistance to steering wheel rotation (hereinafter referred to as steering resistance) and making the steering wheel lighter. At higher speeds, with reduced steering resistance and constant power steering, the steering wheel becomes even lighter. However, if the user's reaction is not timely, they may use excessive force to turn the steering wheel, causing the steering angle to exceed the expected range, potentially leading to a safety accident.

[0056] One approach in related technologies is to set the rotational speed of the power steering pump in the power steering system to be negatively correlated with the vehicle's speed; the higher the vehicle speed, the lower the rotational speed of the power steering pump, resulting in less steering assistance provided by the power steering system. This method can alleviate the aforementioned problem to some extent, but the matching degree between the steering assistance and the vehicle's state is still relatively low, which may cause some deviation during steering, thus posing certain safety risks to the vehicle.

[0057] To address the aforementioned technical problems, this application provides a power steering pump control method, which can be executed by an Electronic Control Unit (ECU) in a vehicle that controls the steering system. The ECU can correct the speed of a first power steering pump corresponding to the vehicle's current speed based on target parameters to obtain a second power steering pump speed, and then control the operation of the power steering pump. In this way, since different target parameters have different effects on the power steering pump speed, correcting the first power steering pump speed using target parameters matches the steering assist to the steering resistance, thereby reducing the probability of the steering wheel turning angle exceeding expectations due to excessive force applied by the user, thus lowering the probability of accidents and improving vehicle safety.

[0058] See Figure 1 , Figure 1 This is a flowchart illustrating the steps of a power steering pump control method provided in an embodiment of this application. The executing entity of this method can be an electronic control unit in a vehicle used to control the steering system, such as... Figure 1 As shown, the method may include the following steps.

[0059] S101, determine the speed of the first power booster pump corresponding to the current driving speed.

[0060] The current driving speed refers to the vehicle's current speed, which is negatively correlated with the speed of the first power steering pump.

[0061] For example, during vehicle operation, the electronic control unit can periodically obtain the vehicle's current speed (i.e., the current driving speed) through the vehicle speed sensor at a preset time interval, and determine the speed of the first power steering pump corresponding to the current driving speed based on the current driving speed.

[0062] In one implementation, developers can pre-determine, through experiments, a functional relationship between the power steering pump speed and the vehicle speed, where the vehicle speed and power steering pump speed are negatively correlated. Each time the electronic control unit acquires the current vehicle speed, it substitutes the current speed into the functional relationship to obtain the first power steering pump speed.

[0063] In another implementation, developers can configure multiple speed ranges for the vehicle, each corresponding to a different power steering pump speed. After obtaining the current driving speed, the electronic control unit can determine the target speed range from the multiple speed ranges, and then determine the first power steering pump speed based on the power steering pump speed corresponding to the target speed range.

[0064] For example, developers can pre-configure a first speed range, a second speed range, and a third speed range. The first speed range is greater than 0 km / h and less than or equal to 30 km / h; the second speed range is greater than 30 km / h and less than or equal to 60 km / h; and the third speed range is greater than 60 km / h. Furthermore, developers can configure different booster pump speeds for each speed range. For instance, for the aforementioned first, second, and third speed ranges, developers can set the booster pump speed for the first speed range to 1000 r / min; the booster pump speed for the second speed range to 800 r / min; and the booster pump speed for the third speed range to 600 r / min.

[0065] During the vehicle design and development phase, developers can determine the power steering pump speed corresponding to different speed ranges based on pre-set experiments. For example, the power steering pump speed setting is related to the power steering pump model. Taking the EHPS-1517R3 / 15CA-010 model steering motor assembly as an example, the power steering pump motor has a rated power of 3kW, a peak power of 9kW, a rated speed of 1000r / min, a standard peak speed of 1200r / min, and a standard minimum speed of 500r / min. If the standard peak speed is used as the maximum speed, since the peak power differs from the rated power by 6kW, the vehicle will consume an extra 6 kWh of electricity per hour of driving. Considering that the rated speed also meets the steering requirements, and adjusting the power steering pump speed based on the medium temperature, the maximum speed of the power steering pump can be set to 1000r / min, which satisfies the medium flow rate while reducing energy consumption. Furthermore, the standard minimum speed of the power steering pump is 500 r / min. However, in order to ensure that the flow rate of the medium meets the steering requirements when the medium temperature is low, the minimum speed can be set slightly higher than the standard minimum speed. The speed of the power steering pump is then adjusted according to the medium temperature, and the minimum speed is set to 600 r / min; the intermediate speed is set to 800 r / min.

[0066] It should be noted that the speed setting of the power booster pump can be varied depending on the model of the power booster pump, and there is no limitation on it.

[0067] In this embodiment, by setting a preset speed range and the corresponding power steering pump speed, the electronic control unit can quickly determine the required power steering pump speed without a complicated calculation process, thereby improving the response speed of the power steering assist.

[0068] Optionally, when the electronic control unit detects that the vehicle's current speed is 0 km / h and the handbrake has been engaged for more than a preset time, it determines that the vehicle is entering idle mode. At this time, the speed of the first power steering pump can be set to 0 r / min, and the steering assist output by the power steering system can be 0.

[0069] In practical applications, when the vehicle speed is 0 km / h and the handbrake is engaged for more than a preset time, the vehicle may be stuck in traffic for an extended period, waiting to load or unload goods, waiting for delivery orders, or the user may be resting. In this situation, the vehicle is stationary and therefore does not require power steering. To address this, setting the power steering pump motor speed corresponding to the first power steering pump speed to 0 r / min will stop the power steering pump motor from operating, reducing energy waste and improving energy utilization.

[0070] S102, the speed of the first booster pump is corrected based on at least one target parameter to obtain the speed of the second booster pump.

[0071] S103 controls the operation of the power steering pump based on the speed of the second power steering pump.

[0072] Target parameters refer to parameters related to the power steering pump speed. These parameters can include, but are not limited to, vehicle weight, tire pressure, medium volume, medium temperature, steering wheel angle, or road complexity. The target parameters can be positively or negatively correlated with the power steering pump speed. For example, if the target parameter is any one of vehicle weight, tire pressure, medium volume, or medium temperature, then the target parameter is negatively correlated with the power steering pump speed; if the target parameter is the steering wheel angle or road complexity, then the target parameter is positively correlated with the power steering pump speed.

[0073] In this embodiment, during vehicle operation, the electronic control unit can determine at least one target parameter and, based on the target parameter, determine a correction coefficient corresponding to the first power steering pump speed. The first power steering pump speed is then corrected using this correction coefficient to obtain the second power steering pump speed. Subsequently, the power steering pump is controlled to operate according to the second power steering pump speed, outputting corresponding steering assistance.

[0074] In this embodiment, the electronic control unit determines the first power steering pump speed corresponding to the current driving speed, corrects the first power steering pump speed based on at least one target parameter to obtain a second power steering pump speed, and controls the operation of the power steering pump according to the second power steering pump speed. Since different target parameters have different effects on the power steering pump speed, this embodiment corrects the first power steering pump speed using target parameters to match the steering assist with the steering resistance, thereby reducing the probability of the steering wheel turning angle exceeding expectations due to excessive force applied by the user, thus reducing the probability of accidents and improving vehicle safety.

[0075] Optionally, the rotational speed of the first booster pump is corrected based on at least one target parameter, including:

[0076] For each target parameter, determine the first parameter interval in which the target parameter falls;

[0077] Determine the corresponding correction coefficient based on the first parameter range;

[0078] The speed of the first booster pump is corrected based on the correction factor to obtain the speed of the second booster pump.

[0079] The correction factor is a coefficient used to adjust the speed of the first booster pump.

[0080] In one implementation, for each target parameter, developers can configure multiple consecutive parameter ranges for the vehicle, each range corresponding to a different correction coefficient. After obtaining the target parameter, the electronic control unit (ECU) can determine the corresponding first power steering pump speed based on the current driving speed. Simultaneously, the ECU can determine the correction coefficient corresponding to the first parameter range from the multiple parameter ranges and calculate the product of the correction coefficient and the first power steering pump speed to obtain the second power steering pump speed. Then, the ECU controls the power steering pump to operate based on the second power steering pump speed.

[0081] For example, if the target parameter is vehicle weight, the electronic control unit can determine the first parameter range in which the current total weight of the vehicle is located; determine the corresponding correction coefficient based on the first parameter range; and correct the speed of the first power booster pump based on the correction coefficient to obtain the speed of the second power booster pump.

[0082] The vehicle's current total weight includes both its own weight and its payload; the vehicle's current total weight is negatively correlated with the correction factor.

[0083] Developers can configure multiple consecutive weight ranges for the vehicle, each corresponding to a different correction factor. After obtaining the current driving speed, the electronic control unit (ECU) determines the corresponding first power steering pump speed based on that speed. Simultaneously, the ECU determines the correction factor corresponding to the target weight range from the multiple weight ranges and calculates the product of this correction factor and the first power steering pump speed to obtain the second power steering pump speed. The ECU then controls the power steering pump operation based on the second power steering pump speed.

[0084] For example, developers can pre-configure a first weight range, a second weight range, a third weight range, and a fourth weight range. The first weight range is less than or equal to 5 tons; the second weight range is greater than 5 tons but less than or equal to 10 tons; the third weight range is greater than 10 tons but less than or equal to 15 tons; and the fourth weight range is greater than 15 tons. Developers can also configure different correction coefficients for each weight range; the correction coefficient for the first weight range is 1.2; for the second weight range, it is 1.1; for the third weight range, it is 1.0; and for the fourth weight range, it is 0.9.

[0085] If the electronic control unit (ECU) obtains the vehicle's current speed as 25 km / h and the vehicle weight sensor as 16 tons, the corresponding first power steering pump speed can be determined to be 1000 r / min based on the current speed. Based on the vehicle's current weight, the target weight range can be determined to be the fourth weight range. Further, the ECU determines the first correction coefficient for the fourth weight range to be 0.9 and calculates the product of the first correction coefficient and the first power steering pump speed: 1000 r / min × 0.9 = 900 r / min, thus obtaining the second power steering pump speed of 900 r / min. Then, the ECU controls the power steering pump to output steering assistance corresponding to the second power steering pump speed of 900 r / min based on the second power steering pump speed.

[0086] In this embodiment, the electronic control unit dynamically adjusts the speed of the first power steering pump based on the vehicle weight; the greater the total weight, the lower the speed of the second power steering pump. This way, when the vehicle is heavy, the power steering output can be appropriately reduced, increasing the difficulty of turning the steering wheel and reducing the probability of the steering wheel turning beyond the expected angle due to excessive force applied by the user. This, in turn, reduces the probability of vehicle rollover and improves vehicle safety.

[0087] As another example, if the target parameter is tire pressure, the electronic control unit can determine the first parameter range in which the vehicle's current tire pressure is located; determine the corresponding correction coefficient based on the first parameter range; and correct the speed of the first power booster pump based on the correction coefficient to obtain the speed of the second power booster pump.

[0088] Among them, the vehicle's current tire pressure and the correction factor are negatively correlated.

[0089] Developers can configure multiple tire pressure ranges for a vehicle, each corresponding to a different correction factor. After obtaining the current driving speed, the electronic control unit (ECU) determines the corresponding first power steering pump speed based on that speed. Simultaneously, the ECU determines the correction factor for the target tire pressure range from among the multiple ranges and calculates the product of this correction factor and the first power steering pump speed to obtain the second power steering pump speed. The ECU then controls the power steering pump operation based on the second power steering pump speed.

[0090] For example, developers can pre-configure a first tire pressure zone, a second tire pressure zone, and a third tire pressure zone. The first tire pressure zone is less than or equal to 1.8 bar, the second tire pressure zone is greater than 1.8 bar and less than or equal to 2.5 bar, and the third tire pressure zone is greater than 2.5 bar. Furthermore, developers can configure different correction coefficients for each tire pressure zone; the correction coefficient for the first tire pressure zone is 1.1; the correction coefficient for the second tire pressure zone is 1.0; and the correction coefficient for the third tire pressure zone is 0.9.

[0091] Optionally, a vehicle typically includes multiple tires; for example, a typical vehicle usually has four tires. During the tire pressure acquisition process, the electronic control unit can acquire the tire pressure of all four tires and calculate the average of the four tire pressures to obtain the vehicle's current tire pressure. Alternatively, during the tire pressure acquisition process, the electronic control unit can acquire the tire pressure of only one tire and use that tire pressure as the vehicle's current tire pressure.

[0092] In this embodiment, the electronic control unit corrects the speed of the first power booster pump according to the correction coefficient corresponding to the current tire pressure of the vehicle. When the tire pressure is high, the speed of the first power booster pump can be appropriately reduced by the correction coefficient, thereby increasing the tire grip, reducing the risk of vehicle rollover, and improving vehicle safety.

[0093] In another example, if the target parameter is the amount of medium, the electronic control unit can determine the first parameter range in which the amount of medium in the current power steering system is located; determine the corresponding correction coefficient based on the first parameter range; and correct the speed of the first power steering pump based on the correction coefficient to obtain the speed of the second power steering pump.

[0094] The medium quantity refers to the amount of steering fluid currently stored in the reservoir of the power steering system; the medium quantity and the correction factor are negatively correlated.

[0095] Developers can configure multiple consecutive medium volume ranges for the vehicle, each corresponding to a different correction coefficient. After obtaining the current driving speed, the electronic control unit (ECU) determines the corresponding first power steering pump speed based on the current driving speed. Simultaneously, the ECU can determine the correction coefficient corresponding to the target medium volume range from the multiple medium volume ranges and calculate the product between the correction coefficient and the first power steering pump speed to obtain the second power steering pump speed. Then, the power steering pump is controlled to operate based on the second power steering pump speed.

[0096] For example, developers can pre-configure a first media volume range, a second media volume range, and a third media volume range. The first media volume range is for media volumes less than or equal to 4L, the second media volume range is for media volumes greater than 4L and less than or equal to 6L, and the third media volume range is for media volumes greater than 6L. Simultaneously, developers can configure different correction coefficients for each media volume range; the correction coefficient for the first media volume range is 1.1; the correction coefficient for the second media volume range is 1.0; and the correction coefficient for the third media volume range is 0.9.

[0097] In this embodiment, the electronic control unit adjusts the speed of the first power steering pump based on the amount of medium; the less medium, the higher the speed of the second power steering pump. This allows for a more appropriate increase in the power steering system's output when the medium volume is low, reducing the driver's workload and making steering easier.

[0098] In another example, if the target parameter is the medium temperature, the electronic control unit can determine the first parameter range in which the medium temperature of the current power steering system is located; determine the corresponding correction coefficient based on the first parameter range; and correct the speed of the first power steering pump based on the correction coefficient to obtain the speed of the second power steering pump.

[0099] The medium temperature refers to the current temperature of the medium in the storage tank and / or other components such as the power steering pump in the power steering system; the medium temperature and the correction factor are negatively correlated.

[0100] For example, if the medium temperature refers to the current temperature of the medium in the reservoir of the power steering system, the electronic control unit (ECU) can detect and obtain the temperature of the medium in the reservoir using a temperature sensor and determine it as the medium temperature. As another example, if the medium temperature refers to the current temperature of the medium in other components such as the power steering pump, the ECU can detect and obtain the temperature of the medium in the power steering pump using a temperature sensor and determine it as the medium temperature. Yet another example, if the medium temperature refers to the temperatures of the medium in the reservoir and the power steering pump, the ECU can detect and obtain a first temperature of the medium in the reservoir using a temperature sensor, and simultaneously detect and obtain a second temperature of the medium in the power steering pump using a temperature sensor, calculating the average of the first and second temperatures to determine the medium temperature.

[0101] Developers can configure multiple consecutive temperature ranges for the vehicle, each corresponding to a different correction coefficient. After obtaining the current driving speed, the electronic control unit (ECU) determines the corresponding first power steering pump speed based on that speed. Simultaneously, the ECU can determine the correction coefficient corresponding to the target temperature range from the multiple temperature ranges and calculate the product of this correction coefficient and the first power steering pump speed to obtain the second power steering pump speed. Then, the power steering pump is controlled to operate based on the second power steering pump speed.

[0102] For example, developers can pre-configure a first temperature range, a second temperature range, and a third temperature range. The first temperature range is less than or equal to 10°C, the second temperature range is greater than 10°C and less than or equal to 40°C, and the third temperature range is greater than 40°C. Furthermore, developers can configure different correction coefficients for each temperature range; the correction coefficient for the first temperature range is 1.1; the correction coefficient for the second temperature range is 1.0; and the correction coefficient for the third temperature range is 0.9.

[0103] In this embodiment, the electronic control unit corrects the speed of the first power steering pump based on the medium temperature. The lower the medium temperature, the higher the viscosity of the medium, and the lower the medium flow rate. Thus, when the medium temperature is low, the power steering system can appropriately increase the power assist output, reducing the driver's workload and making steering easier.

[0104] In another example, if the target parameter is road complexity, the electronic control unit can determine the first parameter range in which the road complexity falls; determine the corresponding correction coefficient based on the first parameter range; and correct the speed of the first booster pump based on the correction coefficient to obtain the speed of the second booster pump.

[0105] During vehicle operation, the electronic control unit can collect and analyze information about the surrounding environment in real time through sensors on the vehicle (such as cameras, lidar, etc.) to determine the complexity of the road.

[0106] Among them, the road complexity is positively correlated with the correction coefficient, that is, when the road complexity increases, the correction coefficient also increases.

[0107] In another implementation, for each target parameter, developers can configure multiple consecutive parameter ranges for the vehicle, each range corresponding to a different correction coefficient. After acquiring at least two target parameters, the electronic control unit (ECU) can determine the corresponding first power steering pump speed based on the current driving speed. Simultaneously, for each target parameter, the ECU can determine the correction coefficient corresponding to the first parameter range from the multiple ranges and calculate the product of the correction coefficients for the multiple target parameters and the first power steering pump speed to obtain the second power steering pump speed. The ECU then controls the power steering pump operation based on the second power steering pump speed.

[0108] For example, if the target parameters are vehicle weight and tire pressure, the electronic control unit can determine the first parameter range where the current vehicle weight is located and the first parameter range where the tire pressure is located; determine the vehicle weight correction coefficient according to the first parameter range corresponding to the vehicle weight; determine the tire pressure correction coefficient according to the first parameter range corresponding to the tire pressure; and correct the speed of the first power booster pump based on the vehicle weight correction coefficient and the tire pressure correction coefficient to obtain the speed of the second power booster pump.

[0109] For example, during vehicle operation, the electronic control unit can periodically acquire the vehicle's current speed, tire pressure, and total weight at a preset interval. Based on the current speed, it determines the corresponding first power steering pump speed, while simultaneously determining a vehicle weight correction factor based on the total weight and a tire pressure correction factor based on the tire pressure. Further, the electronic control unit calculates the product of the vehicle weight correction factor, the tire pressure correction factor, and the first power steering pump speed to obtain the second power steering pump speed.

[0110] For example, the electronic control unit (ECU) acquires the vehicle's current speed of 25 km / h at a certain moment and determines the corresponding first power steering pump speed to be 1000 rpm. Simultaneously, the vehicle weight sensor obtains the vehicle's current total weight as 16 tons, and determines the corresponding weight correction factor to be 0.9. The tire pressure monitoring system obtains the vehicle's current tire pressure as 1.2 bar, determines the corresponding tire pressure correction factor to be 1.1, and calculates the product of the weight correction factor, tire pressure correction factor, and the first power steering pump speed: 1000 rpm × 1.1 × 0.9 = 990 rpm, thus obtaining the second power steering pump speed of 990 rpm. The ECU then controls the power steering pump operation based on the second power steering pump speed.

[0111] In this embodiment, the electronic control unit corrects the speed of the first power steering pump based on the tire pressure and total weight of the vehicle. When the tire pressure is too high and the total weight is too heavy, the speed of the first power steering pump is reduced by the corresponding correction coefficient, thereby reducing the probability that the steering wheel will turn beyond the expected angle due to excessive force applied by the user and improving vehicle safety.

[0112] In this embodiment, the electronic control unit can determine the first parameter range in which each target parameter falls; and determine the corresponding correction coefficient based on the first parameter range; and correct the first power steering pump speed based on the correction coefficient to obtain the second power steering pump speed. Thus, by considering multiple target parameters and determining their respective parameter ranges, this embodiment can more accurately assess the vehicle's current steering assist demand. Adjusting the power steering pump speed according to different parameter ranges improves vehicle safety.

[0113] Optionally, the operation of the power steering pump is controlled according to the speed of the second power steering pump, including:

[0114] Determine the difference between the current speed of the second booster pump and the speed of the second booster pump at the previous moment;

[0115] If the difference is greater than the preset threshold, the steering assist pump is controlled to change along the gradient rate of change from the second assist pump speed at the previous moment to the second assist pump speed at the current moment.

[0116] Here, "previous moment" refers to a historical moment with a preset time interval from the current moment. The gradient rate of change refers to the amount by which the booster pump speed needs to be adjusted per unit time.

[0117] For example, during vehicle operation, the electronic control unit can periodically execute steps 101 and 102. After each execution of steps 101 and 102, the current speed of the second booster pump can be stored, i.e., the speed of the second booster pump at a historical time.

[0118] In this embodiment, each time the electronic control unit controls the power steering pump to run according to the second power steering pump speed, it can determine whether the second power steering pump speed at the previous moment, with a preset time interval from the current moment, is stored. If the second power steering pump speed at the previous moment is stored, the difference between the second power steering pump speed at the current moment and the second power steering pump speed at the previous moment can be calculated. If the difference is greater than a preset threshold, the electronic control unit controls the power steering pump to use the second power steering pump speed at the previous moment as a reference and change along a preset gradient rate of change, gradually adjusting the speed of the power steering pump to the second power steering pump speed at the current moment.

[0119] Conversely, if the difference is not greater than a preset threshold, the electronic control unit controls the power steering pump to directly output the current speed of the second power steering pump.

[0120] For example, if the preset threshold is 300, and the current vehicle speed is 10 km / h, the electronic control unit (ECU) determines the second power steering pump speed corresponding to the current speed to be 1000 r / min. If the vehicle's speed from the previous moment is pre-recorded, the ECU can determine the second power steering pump speed from the previous moment, 2 seconds after the current moment. If the previous speed was 100 km / h, the ECU determines the second power steering pump speed from that moment to be 600 r / min. The ECU calculates that the difference between the current and previous second power steering pump speeds is 400, which is greater than the preset threshold of 300. Then, based on a preset gradient rate of change, the ECU controls the power steering pump to adjust its speed gradually to the current speed, using the previous second power steering pump speed as a reference.

[0121] The preset duration can be set to a longer (or shorter) value. When the difference between the second power steering pump speed at the current moment and the second power steering pump speed at the previous moment is greater than or equal to the preset difference, it can be determined that the power steering has changed significantly in a short period of time. Users may find it difficult to adapt to the change in power steering in a short period of time, and may therefore use a large force to adjust the steering wheel, resulting in a steering wheel angle that exceeds expectations.

[0122] In this embodiment, when the difference between the second power steering pump speed at the current moment and the second power steering pump speed at the previous moment is greater than or equal to a preset difference, the electronic control unit gradually adjusts the second power steering pump speed at the previous moment according to the difference to obtain the second power steering pump speed at the current moment. This can reduce the probability of sudden changes in steering assist, thereby reducing the situation where the steering wheel rotation angle exceeds expectations due to excessive force, and thus improving vehicle safety.

[0123] Optionally, the target parameters include the medium temperature of the power steering system, and the speed of the first power steering pump is corrected based on at least one target parameter to obtain the speed of the second power steering pump, including...

[0124] The initial medium flow rate of the steering assist system is determined based on the rotational speed of the first power assist pump.

[0125] The initial medium flow rate is corrected based on the medium temperature to obtain the target medium flow rate;

[0126] The speed of the first booster pump is corrected based on the target medium flow rate to obtain the speed of the second booster pump.

[0127] The initial medium flow rate refers to the flow rate at the inlet of the power steering pump in the power steering system when the power steering pump is running at the first power steering pump speed.

[0128] In this embodiment, during vehicle operation, after determining the first power steering pump speed corresponding to the current driving speed, the electronic control unit (ECU) can determine the initial medium flow rate of the power steering system based on the first power steering pump speed. Then, the ECU can determine the medium temperature of the power steering system using a temperature sensor, and determine a correction coefficient corresponding to the medium temperature. The initial medium flow rate is then corrected based on this correction coefficient to obtain the target medium flow rate. Finally, the ECU corrects the first power steering pump speed based on the target medium flow rate to obtain the second power steering pump speed.

[0129] For example, developers can pre-determine the functional relationship between the medium temperature and the medium flow correction coefficient of the power steering system through experiments. This correction coefficient is used to adjust the initial medium flow rate to obtain the target medium flow rate. In this functional relationship, the medium temperature and the medium flow correction coefficient are negatively correlated. For instance, after determining the first power steering pump speed corresponding to the current driving speed, the electronic control unit (ECU) can determine the initial medium flow rate of the power steering system based on the first power steering pump speed. Then, the ECU can determine the medium temperature of the power steering system using a temperature sensor. After obtaining the medium temperature, it substitutes the medium temperature into the functional relationship to obtain the medium flow correction coefficient, and calculates the product between the medium flow correction coefficient and the initial medium flow rate to obtain the target medium flow rate. Subsequently, the ECU corrects the first power steering pump speed based on the target medium flow rate to obtain the second power steering pump speed.

[0130] In this embodiment, the lower the medium temperature, the higher the viscosity of the medium, and therefore the smaller the medium flow rate, which in turn affects the transmission efficiency of the power steering. Thus, this embodiment dynamically adjusts the medium flow rate based on the medium temperature. A higher medium temperature allows for a reduction in the medium flow rate, thereby appropriately lowering the power steering pump speed; a lower medium temperature allows for an increase in the medium flow rate, thereby increasing the power steering pump speed, reducing the driver's workload and making steering easier.

[0131] Optionally, controlling the steering assist output of the steering assist system to vary along the gradient rate of change from the second assist pump speed at the previous moment to the second assist pump speed at the current moment includes:

[0132] The gradient rate of change is determined based on the difference and the target duration; where the target duration is the interval between the current moment and the next moment.

[0133] Based on the gradient change rate, the speed of the power steering pump is controlled to change from the speed of the second power steering pump at the previous moment to the speed of the second power steering pump at the current moment.

[0134] In this embodiment, after determining the difference between the current speed of the second power steering pump and the speed of the second power steering pump at the previous moment, the electronic control unit can determine the time interval between the current moment and the next moment, and determine the gradient change rate by calculating the ratio of the difference to the target time. Then, based on the gradient change rate and using the speed of the second power steering pump at the previous moment as a reference, the electronic control unit gradually adjusts the speed of the power steering pump to the speed of the second power steering pump at the current moment.

[0135] For example, if the current speed of the second power steering pump is 600 r / min, the previous speed was 1000 r / min, and the target duration is 4 seconds, the electronic control unit (ECU) determines the gradient change rate to be -100 r / min / s by calculating the ratio between the difference and the target duration. Then, based on the gradient change rate of -100 r / min / s and using the previous speed of 1000 r / min as a reference, the ECU gradually adjusts the power steering pump speed to the current speed of 600 r / min. Specifically, in the first second after the current moment, the ECU adjusts the previous speed of 1000 r / min to 900 r / min based on the gradient change rate, and controls the power steering pump to operate accordingly. In the second second after the current moment, the ECU adjusts the speed of 900 r / min to 800 r / min based on the gradient change rate, and controls the power steering pump to operate accordingly. Similarly, the electronic control unit will use the second booster pump speed at the previous moment as a reference and continuously adjust the booster pump speed according to the gradient change rate until it reaches the second booster pump speed of 600 r / min at the current moment.

[0136] In this embodiment, the electronic control unit determines the gradient change rate based on the difference and the target duration, and controls the speed of the power steering pump to change from the speed of the second power steering pump at the previous moment to the speed of the second power steering pump at the current moment. This can reduce the probability of sudden changes in power steering and thus improve vehicle safety.

[0137] Optionally, the target parameters include vehicle weight, tire pressure, the amount of medium in the power steering system, or the temperature of the medium in the power steering system. The first power steering pump speed is corrected based on at least one target parameter to obtain the second power steering pump speed, including:

[0138] The vehicle weight correction factor is determined based on the vehicle weight, and the vehicle weight and the vehicle weight correction factor are negatively correlated.

[0139] The tire pressure correction factor is determined based on the tire pressure, and the tire pressure and the tire pressure correction factor are negatively correlated.

[0140] The correction factor for the medium quantity is determined based on the medium quantity, and the medium quantity and the correction factor for the medium quantity are negatively correlated.

[0141] The medium temperature correction factor is determined based on the medium temperature, and the medium temperature and the medium temperature correction factor are negatively correlated.

[0142] The speed of the first booster pump is corrected based on at least one of the vehicle weight correction coefficient, tire pressure correction coefficient, medium quantity correction coefficient, and medium temperature correction coefficient to obtain the speed of the second booster pump.

[0143] The quantity and temperature of the medium in the power steering system typically refer to the quantity and temperature of the medium stored in the power steering system's reservoir. In specific applications, these parameters may also involve other media within the power steering system, which are not specifically limited to these.

[0144] Medium can be used to indicate the steering fluid in the power steering system; reservoir can be used to indicate the container in the power steering system used to store steering fluid.

[0145] In this embodiment, developers can pre-determine the functional relationship between the target parameter and its corresponding correction coefficient through experiments. In this functional relationship, the target parameter and its corresponding correction coefficient are negatively correlated. After acquiring the target parameter each time, the electronic control unit substitutes it into the corresponding functional relationship to obtain the correction coefficient. Then, based on at least one of the vehicle weight correction coefficient, tire pressure correction coefficient, medium quantity correction coefficient, and medium temperature correction coefficient, the speed of the first power booster pump is corrected to obtain the speed of the second power booster pump.

[0146] For example, developers can pre-determine the functional relationship between vehicle weight and a vehicle weight correction factor through experiments, where vehicle weight and the correction factor are negatively correlated. The electronic control unit (ECU) substitutes the vehicle weight into the functional relationship each time it acquires the vehicle weight to obtain the vehicle weight correction factor. Similarly, developers can pre-determine the functional relationship between the vehicle's current tire pressure and a tire pressure correction factor through experiments, where tire pressure and the correction factor are negatively correlated. The ECU substitutes the current tire pressure into the functional relationship each time it acquires the vehicle's current tire pressure to obtain the tire pressure correction factor. Furthermore, developers can pre-determine the functional relationships between medium quantity and medium quantity correction factor, and between medium temperature and medium temperature correction factor, through experiments.

[0147] For example, if the target parameter is vehicle weight, the electronic control unit (ECU) obtains the vehicle weight and substitutes it into the corresponding functional expression to obtain a vehicle weight correction coefficient. Then, the ECU calculates the product of the vehicle weight correction coefficient and the first power steering pump speed to obtain the second power steering pump speed. Afterward, the ECU controls the operation of the power steering pump based on the second power steering pump speed.

[0148] For example, if the target parameters are vehicle weight and medium temperature, the electronic control unit (ECU), after obtaining the vehicle weight and medium temperature, substitutes the vehicle weight into the corresponding functional relationship to obtain the vehicle weight correction coefficient, and simultaneously substitutes the medium temperature into the corresponding functional relationship to obtain the medium temperature correction coefficient. Then, the ECU calculates the product of the vehicle weight correction coefficient, the medium temperature correction coefficient, and the first power steering pump speed to obtain the second power steering pump speed. Afterward, the ECU controls the operation of the power steering pump based on the second power steering pump speed.

[0149] For example, if the target parameters are vehicle weight, tire pressure, medium volume, and medium temperature, the electronic control unit (ECU), after obtaining these parameters, substitutes the vehicle weight into the corresponding functional relationship to obtain a vehicle weight correction coefficient; substitutes the tire pressure into the corresponding functional relationship to obtain a tire pressure correction coefficient; substitutes the medium volume into the corresponding functional relationship to obtain a medium volume correction coefficient; and simultaneously substitutes the medium temperature into the corresponding functional relationship to obtain a medium temperature correction coefficient. The ECU then calculates the product of the vehicle weight correction coefficient, tire pressure correction coefficient, medium volume correction coefficient, and medium temperature correction coefficient with the first power steering pump speed to obtain the second power steering pump speed. Afterward, the ECU controls the operation of the power steering pump based on the second power steering pump speed.

[0150] In this embodiment, the electronic control unit can correct the speed of the first booster pump based on at least one of the vehicle weight correction coefficient, tire pressure correction coefficient, medium quantity correction coefficient, and medium temperature correction coefficient to obtain the speed of the second booster pump. Thus, by comprehensively considering target parameters such as vehicle weight, tire pressure, medium quantity, and medium temperature, and determining the corresponding correction coefficients, the speed of the first booster pump can be accurately corrected, resulting in a more accurate determination of the speed of the second booster pump.

[0151] Optionally, determining the first power steering pump speed corresponding to the current driving speed includes:

[0152] When the current driving speed is less than the preset speed, the target road type of the road where the vehicle is currently located is determined from multiple road types; where each of the multiple road types corresponds to a different preset power steering pump speed;

[0153] The speed of the first booster pump is determined based on the preset booster pump speed corresponding to the road type.

[0154] The road type refers to the category of the road on which the vehicle is currently traveling, which may include, but is not limited to, asphalt roads, cement roads, gravel roads, etc.

[0155] For example, developers can pre-set multiple road types and configure different preset booster pump speeds for each road type. For instance, developers can pre-configure the preset booster pump speed for asphalt roads to be 1000 r / min, the preset booster pump speed for cement roads to be 1050 r / min, and the preset booster pump speed for gravel roads to be 1100 r / min.

[0156] During vehicle operation, the electronic control unit (ECU) can collect and analyze surrounding environmental information in real time using sensors on the vehicle (such as cameras and lidar) to determine the target road type. Alternatively, the ECU can determine the target road type of the road the vehicle is currently on using a navigation system and map database. It should be noted that the ECU can also determine the road type using other methods; this embodiment does not limit the method used to determine the road type.

[0157] In this embodiment, if the current driving speed is less than the preset speed during vehicle operation, the electronic control unit can obtain the road type at the current moment through the camera, and determine the speed of the first booster pump corresponding to the current road type based on the road type.

[0158] For example, if the electronic control unit (ECU) obtains that the vehicle's current speed is 25 km / h and the preset speed is 30 km / h, and determines that the current speed is less than the preset speed, then it uses the vehicle's sensors to determine that the target road type is a gravel road; and determines that the preset power steering pump speed corresponding to a gravel road is 1100 r / min. Afterwards, the ECU controls the power steering pump to operate according to the first power steering pump speed.

[0159] In this embodiment, when the vehicle is traveling at low speed, the steering assist is dynamically adjusted according to different road types. On complex or uneven roads, the power steering pump speed can be appropriately increased. This reduces the driver's workload and makes steering easier.

[0160] See Figure 2 , Figure 2 This is a schematic flowchart illustrating a power steering pump control method provided in an embodiment of this application. The method may include the following steps.

[0161] S201, determine the vehicle's current speed.

[0162] S202, if the current driving speed is 0km / h, then proceed to step S206.

[0163] S203, if the current driving speed is in the first speed range, then proceed to step S208.

[0164] The first speed range can be greater than 0 km / h and less than or equal to 30 km / h.

[0165] S204, If the current driving speed is in the second speed range, then proceed to step S209.

[0166] The second speed range can be greater than 30 km / h and less than or equal to 60 km / h.

[0167] S205, if the current driving speed is in the third speed range, then proceed to step S210.

[0168] The third speed range can be a range greater than 60 km / h.

[0169] S206, determine whether the vehicle's handbrake "engaged" state has exceeded the preset time. If it has exceeded the preset time, proceed to step S207; otherwise, proceed to step S203.

[0170] S207, determine the speed of the first booster pump to be 0 r / min.

[0171] S208, determine the speed of the first booster pump to the first preset speed.

[0172] The first preset rotational speed can be 1000 r / min.

[0173] S209, Determine the speed of the first booster pump to be the second preset speed.

[0174] The second preset rotational speed can be 800 r / min.

[0175] S210, determine the speed of the first booster pump to the third preset speed.

[0176] The third preset rotational speed can be 600 r / min.

[0177] S211, based on at least one of the vehicle weight correction coefficient, tire pressure correction coefficient, medium quantity correction coefficient and medium temperature correction coefficient, the speed of the first booster pump is corrected to obtain the speed of the second booster pump.

[0178] For example, the electronic control unit can determine the vehicle weight correction factor based on the vehicle weight, and the vehicle weight and the vehicle weight correction factor are negatively correlated; it can determine the tire pressure correction factor based on the tire pressure, and the tire pressure and the tire pressure correction factor are negatively correlated; it can determine the medium quantity correction factor based on the medium quantity, and the medium quantity and the medium quantity correction factor are negatively correlated; it can determine the medium temperature correction factor based on the medium temperature, and the medium temperature and the medium temperature correction factor are negatively correlated.

[0179] S212 controls the operation of the power steering pump based on the speed of the second power steering pump.

[0180] It should be noted that the implementation methods and technical effects of each step in the embodiments of this application can be referred to the relevant content in the above embodiments, and will not be repeated here.

[0181] See Figure 3 , Figure 3 This is a schematic diagram of a power steering pump control device provided in an embodiment of this application. The power steering pump control device can be installed in the electronic control unit of a vehicle and may include: a determination module 301, a correction module 302 and a control module 303.

[0182] The determining module 301 is used to determine the speed of the first power booster pump corresponding to the current driving speed; wherein, the current driving speed and the speed of the first power booster pump are negatively correlated;

[0183] The correction module 302 is used to correct the speed of the first booster pump based on at least one target parameter to obtain the speed of the second booster pump;

[0184] The control module 303 is used to control the operation of the power steering pump according to the speed of the second power steering pump.

[0185] Optionally, the correction module 302 is specifically used to determine the first parameter range in which the target parameter is located for each target parameter; determine the corresponding correction coefficient according to the first parameter range; and correct the speed of the first booster pump based on the correction coefficient to obtain the speed of the second booster pump.

[0186] Optionally, the control module 303 is specifically used to determine the difference between the second power steering pump speed at the current moment and the second power steering pump speed at the previous moment; if the difference is greater than a preset threshold, the speed of the power steering pump is controlled to change along the gradient rate of change from the second power steering pump speed at the previous moment to the second power steering pump speed at the current moment.

[0187] Optionally, the target parameters include the medium temperature of the power steering system. The correction module 302 is specifically used to determine the initial medium flow rate of the power steering system based on the speed of the first power steering pump; correct the initial medium flow rate based on the medium temperature to obtain the target medium flow rate; and correct the speed of the first power steering pump based on the target medium flow rate to obtain the speed of the second power steering pump.

[0188] Optionally, the control module 303 is specifically used to determine the gradient change rate based on the difference and the target duration; wherein, the target duration is the interval duration between the current moment and the next moment; and based on the gradient change rate, control the speed of the power steering pump to change from the speed of the second power steering pump at the previous moment to the speed of the second power steering pump at the current moment.

[0189] Optionally, the determining module 301 is specifically used to determine the first speed range in which the current driving speed is located from a plurality of preset speed ranges; wherein the plurality of speed ranges correspond to different power booster pump speeds; and the first power booster pump speed is determined based on the power booster pump speed corresponding to the first speed range.

[0190] Optionally, the target parameters include vehicle weight, tire pressure, the amount of medium in the power steering system, or the temperature of the medium in the power steering system. The correction module 302 is specifically used to determine a vehicle weight correction coefficient based on vehicle weight, where vehicle weight and the vehicle weight correction coefficient are negatively correlated; to determine a tire pressure correction coefficient based on tire pressure, where tire pressure and the tire pressure correction coefficient are negatively correlated; to determine a medium quantity correction coefficient based on the amount of medium, where the medium quantity and the medium quantity correction coefficient are negatively correlated; to determine a medium temperature correction coefficient based on the medium temperature, where the medium temperature and the medium temperature correction coefficient are negatively correlated; and to correct the speed of the first power steering pump based on at least one of the vehicle weight correction coefficient, tire pressure correction coefficient, medium quantity correction coefficient, and medium temperature correction coefficient to obtain the speed of the second power steering pump.

[0191] The power steering pump control device provided in this embodiment can execute the above method embodiment, and its implementation principle and technical effect are similar, so it will not be described again here.

[0192] See Figure 4 , Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0193] For example, such as Figure 4 As shown, the vehicle 400 includes a memory 401 and a processor 402. The memory 401 stores executable program code 4011, and the processor 402 is used to call and execute the executable program code 4011 to perform a power steering pump control method.

[0194] Furthermore, this application also protects a vehicle that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to execute a power steering pump control method provided in this application.

[0195] This embodiment also provides a readable storage medium storing executable program code. When the executable program code is run on a computer, the computer executes the above-described related method steps to implement the power steering pump control method provided in the above embodiment.

[0196] This embodiment also provides an executable program code product. When the executable program code product is run on a computer, the computer performs the above-mentioned related steps to implement the power steering pump control method provided in the above embodiment.

[0197] In this embodiment, the device, readable storage medium, executable program code product or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0198] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0199] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0200] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A power steering pump control method, characterized in that, The method includes: Determine the speed of the first power steering pump corresponding to the current driving speed; wherein the current driving speed and the speed of the first power steering pump are negatively correlated. The speed of the first booster pump is corrected based on at least one target parameter to obtain the speed of the second booster pump; The operation of the power steering pump is controlled according to the speed of the second power steering pump.

2. The method according to claim 1, characterized in that, The correction of the first booster pump speed based on at least one target parameter includes: For each of the target parameters, determine the first parameter interval in which the target parameter falls; Determine the corresponding correction coefficient based on the first parameter range; The speed of the first booster pump is corrected based on the correction coefficient to obtain the speed of the second booster pump.

3. The method according to claim 2, characterized in that, The step of controlling the operation of the power steering pump according to the speed of the second power steering pump includes: Determine the difference between the current speed of the second booster pump and the speed of the second booster pump at the previous moment; If the difference is greater than a preset threshold, the speed of the power steering pump is controlled to change along the gradient rate of change from the speed of the second power steering pump at the previous moment to the speed of the second power steering pump at the current moment.

4. The method according to claim 1, characterized in that, The target parameters include the medium temperature of the power steering system. The step of correcting the first power steering pump speed based on at least one target parameter to obtain the second power steering pump speed includes... The initial medium flow rate of the steering assist system is determined based on the rotational speed of the first power assist pump. The initial medium flow rate is corrected based on the medium temperature to obtain the target medium flow rate; The speed of the first booster pump is corrected based on the target medium flow rate to obtain the speed of the second booster pump.

5. The method according to claim 3, characterized in that, The control of the power steering pump speed, based on the second power steering pump speed at the previous moment and varying along a gradient rate to the second power steering pump speed at the current moment, includes: The gradient change rate is determined based on the difference and the target duration; wherein, the target duration is the interval between the current moment and the next moment. Based on the gradient change rate, the speed of the power steering pump is controlled to change from the speed of the second power steering pump at the previous moment to the speed of the second power steering pump at the current moment.

6. The method according to claim 1, characterized in that, Determining the first power steering pump speed corresponding to the current driving speed includes: The first speed range in which the current driving speed is located is determined from a plurality of preset speed ranges; wherein, the plurality of speed ranges correspond to different power steering pump speeds; The speed of the first booster pump is determined based on the booster pump speed corresponding to the first speed range.

7. The method according to claim 1, characterized in that, The target parameters include vehicle weight, tire pressure, the amount of medium in the power steering system, or the temperature of the medium in the power steering system. The step of correcting the first power steering pump speed based on at least one target parameter to obtain the second power steering pump speed includes: A vehicle weight correction factor is determined based on the vehicle weight, and the vehicle weight and the vehicle weight correction factor are negatively correlated. A tire pressure correction factor is determined based on the tire pressure, and the tire pressure and the tire pressure correction factor are negatively correlated. A correction coefficient for the medium quantity is determined based on the medium quantity, and the medium quantity and the correction coefficient for the medium quantity are negatively correlated. A medium temperature correction coefficient is determined based on the medium temperature, and the medium temperature and the medium temperature correction coefficient are negatively correlated. The speed of the first power booster pump is corrected based on at least one of the vehicle weight correction coefficient, the tire pressure correction coefficient, the medium quantity correction coefficient, and the medium temperature correction coefficient to obtain the speed of the second power booster pump.

8. A power steering pump control device, characterized in that, The device includes: A determining module is used to determine the speed of the first power steering pump corresponding to the current driving speed; wherein the current driving speed and the speed of the first power steering pump are negatively correlated. The correction module is used to correct the speed of the first booster pump based on at least one target parameter to obtain the speed of the second booster pump; The control module is used to control the operation of the power steering pump according to the speed of the second power steering pump.

9. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 7.

10. A readable storage medium, characterized in that, The readable storage medium stores executable program code, which, when executed, implements the method as described in any one of claims 1 to 7.

Images