A steering assist compensation control system for a vehicle and a vehicle product

Abstract

The application discloses a kind of steering assist compensation control system and automobile product of automobile, steering assist compensation control system includes mechanical steering transmission module, multiple vibration detection module and electronic steering assist module, electronic steering assist module is used to detect operating torque, corresponding basic assist torque is determined in response to operating torque, compensation assist torque is determined according to first shimmy signal, second shimmy signal and third shimmy signal, and steering wheel is assisted to turn according to basic assist torque and compensation assist torque.The application compares first shimmy signal, second shimmy signal and third shimmy signal, determines the shimmy state of the steering wheel of automobile, determines the appropriate compensation assist torque, obtains total assist torque by superimposing compensation assist torque on the basis of basic assist torque, and outputs total assist torque to steering wheel, which is conducive to suppressing the shimmy of steering wheel, thereby ensuring the safe use of automobile.The application is widely used in the field of automobile technology.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and in particular to a power steering compensation control system and automotive products. Background Technology

[0002] Due to substandard manufacturing and assembly processes, or wear and tear during use, a car's wheels may experience rotational mass imbalance. Simultaneously, components of the front suspension system may become loose. If this imbalance and looseness couple, it can cause the car to shiver. When shivering occurs, the steering wheel or the entire front wheel system will involuntarily and continuously sway or vibrate from side to side, typically most noticeable within a specific speed range at medium to high speeds (e.g., 80-120 km / h).

[0003] Shimmy can cause the driver to clearly feel the steering wheel "kicking" and the car body shaking, resulting in an uncomfortable driving experience. More importantly, shimmy can lead to increased wear and loosening of wheel and front suspension system components, as well as damage to the mechanical transmission structure between the steering wheel and the steering wheels, thus affecting the safety of the car. Summary of the Invention

[0004] In view of at least one of the above-mentioned technical problems, the purpose of the present invention is to provide a steering assist compensation control system for automobiles and an automobile product.

[0005] On one hand, embodiments of the present invention include a steering assist compensation control system for automobiles, the steering assist compensation control system comprising: A mechanical steering transmission module; the mechanical steering transmission module is used to transmit the operating torque of the steering wheel to the steering wheels; the operating torque is the torque generated by the driver rotating the steering wheel. First vibration detection module; the first vibration detection module is used to detect the vibration of the steering wheel and obtain a first oscillation signal; Second vibration detection module; the second vibration detection module is used to detect vibration of the steering wheel and obtain a second oscillation signal; The third vibration detection module is used to detect vibrations in the vehicle body parts and obtain a third oscillation signal. An electronic power steering module; the electronic power steering module is used to detect the operating torque, determine a corresponding base assist torque in response to the operating torque, determine a compensation assist torque based on the first sway signal, the second sway signal and the third sway signal, and provide steering assistance to the steering wheel based on the base assist torque and the compensation assist torque.

[0006] Furthermore, the vehicle body part refers to the part of the vehicle body that is further away from the steering wheel than the steering wheel.

[0007] Further, determining the compensation assist torque based on the first oscillation signal, the second oscillation signal, and the third oscillation signal includes: Set multiple detection time windows; For any of the detection time windows, at the beginning of the detection time window, the intensity of the first sway signal, the second sway signal, and the third sway signal are detected respectively to obtain a first intensity relationship. Within the detection time window, the electronic power steering module is adjusted. After the electronic power steering module is adjusted, the intensity of the first sway signal, the second sway signal, and the third sway signal are detected respectively to obtain a second intensity relationship. The compensation assist torque is determined based on the first intensity relationship and the second intensity relationship.

[0008] Furthermore, determining the compensation assist torque based on the first oscillation signal, the second oscillation signal, and the third oscillation signal further includes: For any of the detection time windows, after obtaining the second strength relationship, the electronic power steering module is reverse-adjusted.

[0009] Furthermore, the adjustment of the electronic power steering module includes: Adjust the response speed of the electronic power steering module to the operating torque.

[0010] Further, determining the compensating assist torque based on the first strength relationship and the second strength relationship includes: Obtain the adjustment direction of the response speed of the electronic power steering module; The direction of intensity change is determined based on the first intensity relationship and the second intensity relationship; When the direction of the intensity change matches the adjustment direction, the compensation assist torque is determined to be zero; otherwise, the magnitude of the non-zero compensation assist torque is determined.

[0011] Furthermore, the steering assist compensation control system also includes a working condition detection module, which is used to detect the vehicle speed information and lateral acceleration information. Determining the magnitude of the non-zero compensation assist torque includes: Based on the vehicle speed information and the lateral acceleration information, the turning condition type of the vehicle is determined; Determine the weight combination based on the described turning condition type; Based on the weighted combination, the vehicle speed information and the lateral acceleration information are weighted and summed to determine the magnitude of the compensation assist torque.

[0012] Further, the step of providing steering assistance to the steering wheel based on the basic assist torque and the compensated assist torque includes: The phase of the compensation assist torque is set to be opposite to the phase of the first oscillation signal; The total assist torque is determined based on the basic assist torque and the compensated assist torque. The total assist torque is output to the steering wheel.

[0013] Further, determining the total assist torque based on the base assist torque and the compensated assist torque includes: The total assist torque is obtained by superimposing the basic assist torque and the compensated assist torque.

[0014] On the other hand, embodiments of the present invention also include an automotive product, the automotive product including the steering assist compensation control system of the automotive in the embodiments.

[0015] The beneficial effects of the present invention are as follows: The steering assist compensation control system of the vehicle in the embodiment detects the first shimmy signal, the second shimmy signal and the third shimmy signal, and determines the shimmy state of the steering wheel of the vehicle by comparing the first shimmy signal, the second shimmy signal and the third shimmy signal, thereby determining the appropriate compensation assist torque. By superimposing the compensation assist torque on the basic assist torque to obtain the total assist torque, and outputting the total assist torque to the steering wheel, it is beneficial to suppress the shimmy of the steering wheel, thereby ensuring the safety of vehicle use. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the basic structure of the electric power steering system in the embodiment; Figure 2 This is a schematic diagram showing the installation positions of each vibration detection module in the embodiment; Figure 3 This is a schematic diagram of the steering assist compensation control system of the vehicle in the embodiment; Figure 4 This is a schematic diagram of the steps of the steering assist compensation control method in the embodiment; Figure 5 This is a schematic diagram illustrating the principle of steps S301-S304 in the embodiment. Detailed Implementation

[0017] Terminology Explanation: Electric power steering system: An electric power steering system is a system that uses an electric power steering module to assist the mechanical steering transmission module in steering. Its basic structure is as follows: Figure 1 As shown; refer to Figure 1The mechanical steering transmission module includes components such as a steering column and a steering gear (specifically, a rack and pinion). The steering column is connected to the steering wheel, directly transmitting the torque generated by the driver's steering wheel operation to the steering gear. The steering gear amplifies the torque, thereby driving the steering wheels (specifically, the left and right front wheels) to rotate. In addition, an electric power steering module is installed, which includes components such as sensors, a controller, and a power steering motor. The sensors can detect the torque of the steering wheel or steering column, thus obtaining the torque generated by the driver's steering wheel operation, i.e., the operating torque. torque operation (t) , which is time t The function represents the magnitude of the operating torque at each time step; the controller adjusts the torque according to the time step. t The required assist torque is calculated by combining the operating torque with the vehicle speed signal, thereby generating the corresponding assist torque, i.e., the base assist torque. torque basic (t) The control motor is based on the basic assist torque. torque basic (t) Output is performed; the assist motor outputs based on the basic assist torque. torque basic (t) The torque output to the steering gear allows the steering gear to receive a base assist torque applied by the power assist motor in addition to the torque transmitted from the steering column. Therefore, it can output a larger torque to the steering wheels, reducing the torque required for the driver to operate the steering wheel.

[0018] In this embodiment, to address the polarization problem encountered during vehicle use, a steering assist compensation control system for automobiles is provided. The steering assist compensation control system for automobiles in this embodiment... Figure 1 Based on this, a first vibration detection module, a second vibration detection module, and a third vibration detection module are set up. The installation positions of these vibration detection modules are as follows: Figure 2 As shown.

[0019] Reference Figure 2 The first vibration detection module can be installed on one of the steering wheels (such as the left front wheel or the right front wheel) or on the axle connecting the two steering wheels; the second vibration detection module can be installed on the steering wheel or steering column; and the third vibration detection module can be installed on other parts of the vehicle body.

[0020] In this embodiment, the first vibration detection module, the second vibration detection module, and the third vibration detection module are used to detect vibration signals at their respective installation locations. For example, the first vibration detection module detects vibration signals at the steering wheel or the axle connecting the steering wheel where it is located. vibration 1 (t)The first vibration detection module can acquire the current vehicle speed and query the corresponding target frequency band based on the current vehicle speed. The target frequency band is the frequency of the oscillation signal when oscillation occurs at the current vehicle speed, obtained through experimental calibration, etc., and is used to detect the vibration signal. vibration 1 (t) The vibration signal is obtained by performing fast Fourier transform and filtering. vibration 1 (t) The signal corresponding to the target frequency band, i.e., the first oscillation signal. p 1 (t) First oscillation signal p 1 (t) This indicates a signal related to shimmy generated at the location of the steering wheel.

[0021] Based on the same principle, the second vibration detection module detects the signal related to the sway at the position of the steering wheel, namely the second sway signal. p 2 (t) .

[0022] The third vibration detection module detects signals related to shimmy at the location where it is installed on the vehicle body, i.e., the third shimmy signal. p 3 (t) .

[0023] In this embodiment, the third vibration detection module can be installed in a part of the vehicle body that is farther away from the steering wheels than the steering wheel, for example... Figure 2 As shown, the third vibration detection module is installed at the rear of the vehicle, thus detecting the third oscillation signal. p 3 (t) This indicates a signal related to shimmy generated at the rear of the vehicle.

[0024] In this embodiment, since the shimmy is directly generated by the steering wheel, the first shimmy signal... p 1 (t) This indicates the signal related to the shimmy at the location where the shimmy is directly generated; the steering wheel is directly mechanically connected to the steering wheels through mechanical structures such as the steering column, therefore the shimmy generated directly by the steering wheels can be transmitted to the steering wheel with low loss along a shorter transmission path, hence the second shimmy signal. p 2 (t) This indicates a shimmy-related signal transmitted via a shorter path; the rear of the vehicle is indirectly mechanically connected to the steering wheels through the body and other mechanical structures, therefore the shimmy generated directly by the steering wheels is transmitted to the rear of the vehicle via a longer path, hence the third shimmy signal. p 3 (t) This indicates a signal related to oscillation after being transmitted through a relatively long path.

[0025] In this embodiment, the following is installed: Figure 2The structure of the vehicle's power steering compensation control system, as shown in the diagram, includes various vibration detection modules. Figure 3 As shown.

[0026] In this embodiment, Figure 3 The electronic power steering module shown executes a power steering compensation control method. (Refer to...) Figure 4 The power steering compensation control method includes the following steps: S1. Detect operating torque; S2. Determine the corresponding base assist torque in response to the operating torque; S3. Determine the compensation assist torque based on the first oscillation signal, the second oscillation signal, and the third oscillation signal; S4. Provide steering assistance to the steering wheels based on the basic assist torque and the compensation assist torque.

[0027] Reference Figure 3 The principle of steps S1-S2 is... Figure 1 The electric power steering system shown follows the same basic principle, with the controller adjusting the time according to... t The required assist torque is calculated by combining the operating torque with the vehicle speed signal, thereby generating the corresponding basic assist torque. torque basic (t) .

[0028] In this embodiment, when the electronic power steering module performs step S3, which is to determine the compensation assist torque based on the first sway signal, the second sway signal, and the third sway signal, the following steps can be specifically performed: S301. Set multiple detection time windows; For any detection time window: S302. At the beginning of the detection time window, the intensity of the first oscillation signal, the second oscillation signal, and the third oscillation signal are detected respectively to obtain the first intensity relationship; S303. Within the detection time window, the electronic power steering module is adjusted. After adjusting the electronic power steering module, the intensity of the first shimmy signal, the second shimmy signal, and the third shimmy signal is detected to obtain the second intensity relationship. S304. Determine the compensation assist torque based on the first strength relationship and the second strength relationship.

[0029] The principle of steps S301-S304 is as follows: Figure 5 As shown.

[0030] Reference Figure 5 You can set T 1. T 2. T3. Multiple detection time windows are used. Whenever the timer reaches a detection time window, the steps S302-S304 corresponding to that detection time window are executed.

[0031] by T Taking this detection time window as an example, refer to... Figure 5 In step S302, during the detection time window T At the initial moment of step 1, the first vibration detection module, the second vibration detection module, and the third vibration detection module are invoked to perform detection, thereby determining the first oscillation signal. p 1 (t) The amplitude, or intensity, at this specific moment | p 1 (t) 1. Second swing signal p 2 (t) Intensity at this specific moment | p 2 (t) |1 and the third oscillation signal p 3 (t) Intensity at this specific moment | p 3 (t) |1, these intensities form the first intensity relation in vector form (| p 1 (t) |1,| p 2 (t) |1,| p 3 (t) |1).

[0032] Reference Figure 5 In step S303, after detecting the first intensity relationship (| p 1 (t) |1,| p 2 (t) |1,| p 3 (t) |1) After that, select the detection time window T At one point within 1, the electronic power steering module is adjusted.

[0033] In this embodiment, adjusting the electronic power steering module can specifically involve adjusting the response speed of the electronic power steering module to the operating torque. Specifically, the electronic power steering module responds to the operating torque... torque operation (t) The generated basic assist torque torque basic (t) There is a natural time delay between the two due to the hardware performance of sensors and controllers, which is usually on the order of milliseconds and is therefore generally negligible. That is, without adjusting the response speed of the electronic power steering module to the operating torque, the operating torque... torque operation (t) With basic assist torque torque basic (t) The time delay between them is 0. However, when adjusting the response speed of the electronic power steering module to the operating torque, the electronic power steering module can be configured with a time delay value τ (which can be within the range of 10ms-200ms) to detect the operating torque. torque operation (t) After a time delay τ, the output is based on the operating torque. torque operation (t) The generated base assist torque, that is, the actual output base assist torque, is torque basic (t +τ ) By setting a smaller time delay value τ, the response speed of the electronic power steering module to the operating torque can be increased; by setting a larger time delay value τ, the response speed of the electronic power steering module to the operating torque can be decreased.

[0034] In step S303, refer to Figure 5 During the detection time window T Within 1, after adjusting the electronic power steering module, the first vibration detection module, the second vibration detection module, and the third vibration detection module are invoked to perform detection, thereby determining the first shimmy signal. p 1 (t) The amplitude, or intensity, at this specific moment | p 1 (t) 2. Second swing signal p 2 (t) Intensity at this specific moment | p 2 (t) |2 and the third oscillation signal p 3 (t) Intensity at this specific moment | p 3 (t) |2, these intensities form a second intensity relationship in vector form (| p 1 (t) |2,| p 2 (t) |2,| p 3 (t) |2).

[0035] The first intensity relationship detected in step S302 (| p 1 (t) |1,| p 2 (t) |1,|p 3 (t) |1) is the strength relationship detected before adjusting the electronic power steering module, and the second strength relationship detected in step S303 (| p 1 (t) |2,| p 2 (t) |2,| p 3 (t) |2) is the strength relationship detected after adjusting the electronic power steering module.

[0036] When the electronic power steering module executes step S304, it can specifically perform the following steps: S30401. Obtain the adjustment direction of the response speed of the electronic power steering module; S30402. Determine the direction of intensity change based on the first intensity relationship and the second intensity relationship; S30403. When the direction of intensity change matches the direction of adjustment, the compensation assist torque is determined to be zero; otherwise, the magnitude of the non-zero compensation assist torque is determined.

[0037] In step S30401, the direction of adjustment for the response speed of the electronic power steering module is determined, i.e., whether the response speed is increased or decreased. For example, if a decreasing time delay value τ is set, the response speed is increased; if an increasing time delay value τ is set, the response speed is decreased.

[0038] In step S30402, the second intensity relationship (| p 1 (t) |2,| p 2 (t) |2,| p 3 (t) |2) Relative to the first strength relationship (| p 1 (t) |1,| p 2 (t) |1,| p 3 (t) The change in |1) determines the direction of the intensity change.

[0039] In this embodiment, due to the detection time window T 1 is typically a short duration of a few seconds, and the shimmy state of the steering wheel is stable within such a short duration; therefore, in the second strength relationship, | p 1 (t) |2 is generally relative to the first strength relationship | p 1 (t) |1 changed little.

[0040] However, when a significant shimmy occurs or is about to occur at the steering wheel, the response speed of the electronic power steering module is adjusted, thereby altering the transmission path of the shimmy from the steering wheel to various parts of the vehicle body. This leads to changes in the second strength relationship (| p 2 (t) |2,| p 3 (t) |2) Relative to the first strength relationship (| p 2 (t) |1,| p 3 (t) |1) Changes have occurred.

[0041] Specifically, increasing the response speed of the electronic power steering module is equivalent to increasing the coupling between the steering wheel and the steering wheels. If the steering wheel's shimmy state stabilizes within a short period, this will lead to an increase in the |instances| in the second strength relationship. p 2 (t) |2 relative to the first strength relationship| p 2 (t) Increasing |1 will correspondingly lead to a decrease in the | in the second strength relationship. p 3 (t) |2 relative to the first strength relationship| p 3 (t) |1 decreases; therefore, if the direction of the intensity change detected in step S30402 is "the direction of the second intensity relationship | p 2 (t) |2 relative to the first strength relationship| p 2 (t) |1 increases, and the second strength relationship | p 3 (t) |2 relative to the first strength relationship| p 3 (t) If the intensity change direction decreases, then it falls under the category of "the direction of intensity change matches the direction of adjustment," which corresponds to the situation where "the shimmy state of the steering wheel stabilizes in a short period of time." Other directions of intensity change correspond to the situation where "the shimmy state of the steering wheel is unstable," thus falling under the category of "the direction of intensity change does not match the direction of adjustment."

[0042] Based on the same principle, reducing the response speed of the electronic power steering module is equivalent to reducing the coupling between the steering wheel and the steering wheels. If the steering wheel's shimmy state stabilizes within a short period, this will lead to a decrease in the |...| in the second strength relationship. p 2 (t) |2 relative to the first strength relationship| p 2 (t) |1 decreases, which correspondingly leads to a decrease in the | in the second strength relationship. p 3(t) |2 relative to the first strength relationship| p 3 (t) |1 increases; therefore, if the direction of the intensity change detected in step S30402 is "the direction of the second intensity relationship | p 2 (t) |2 relative to the first strength relationship| p 2 (t) |1 decreases, and the second strength relationship | p 3 (t) |2 relative to the first strength relationship| p 3 (t) If |1 increases, then it belongs to the case of "the direction of intensity change matches the direction of adjustment", which corresponds to the case of "the shimmy state of the steering wheel is stable in a short time"; while other directions of intensity change correspond to the case of "the shimmy state of the steering wheel is unstable", which belongs to the case of "the direction of intensity change does not match the direction of adjustment".

[0043] In this embodiment, refer to Figure 5 After obtaining the second strength relationship, the electronic power steering module is counter-adjusted. Counter-adjustment is the opposite of adjustment; for example, if the response speed of the electronic power steering module is increased, then counter-adjustment is to decrease the response speed, and vice versa.

[0044] In step S30403, according to the above judgment rules, it is determined whether the direction of intensity change detected in step S30402 matches the adjustment direction detected in step S30401.

[0045] If it is determined that "the direction of intensity change matches the direction of adjustment," then it is determined that "the shimmy state of the steering wheel stabilizes within a short period of time." The electronic power steering module operates within the detection time window. T Within 1, determine the compensation assist torque. torque compensatory (t) The value is 0; if the judgment is "the direction of intensity change does not match the adjustment direction", then the judgment is "the shimmy state of the steering wheel is unstable". In reality, the shimmy state of the steering wheel has a tendency to intensify. The electronic power steering module is within the detection time window. T Within 1, determine the compensation assist torque. torque compensatory (t) Values ​​greater than 0.

[0046] Specifically, in determining the compensation assist torque torque compensatory (t)When the value is greater than 0, the electronic power steering module can call the vehicle's onboard monitoring module to detect the vehicle's speed. v and lateral acceleration information a y The electronic power steering module can adjust based on vehicle speed information. v and lateral acceleration information a y The magnitude of the value determines the type of turning condition for the vehicle. For example, the electronic power steering module can determine the type of turning condition and the weight combination based on the correspondence shown in Table 1.

[0047] Table 1

[0048] The electronic power steering module, based on the weight combination determined in Table 1, uses the formula... |torque compensatory (t)| = k 1 v + k 2 a y Weighted summation is performed to determine the compensation assist torque. torque compensatory (t) Size | torque compensatory (t)| .

[0049] In this embodiment, the magnitude of the compensation assist torque is determined. |torque compensatory (t)| Then, the phase of the compensation assist torque can be set to match the first oscillation signal. p 1 (t) Their phases are opposite. Specifically, this can be applied to the first oscillation signal. p 1 (t) Invert the phase and then record the corresponding time after inversion. t The numerical value is adjusted to |torque compensatory (t)| This allows us to determine the phase of the compensating assist torque.

[0050] After determining the magnitude and phase of the compensating assist torque, the compensating assist torque is thus determined. torque compensatory (t) .

[0051] In step S4, the electronic power steering module calculates the basic assist torque as follows: torquebasic (t) With compensation assist torque torque compensatory (t) The sum of these values ​​yields the total assist torque. torque total (t) ,Right now torque total (t) = torque basic (t) + torque compensatory (t) In step S4, the electronic power steering module controls its power steering motor according to the total assist torque. torque total (t) It outputs torque to the steering mechanism, thereby providing steering assistance to the steering wheels.

[0052] In this embodiment, the principle of executing steps S1-S4 is as follows: by detecting the first shimmy signal, the second shimmy signal, and the third shimmy signal, the shimmy state of the steering wheel of the car can be determined by comparing the first shimmy signal, the second shimmy signal, and the third shimmy signal, thereby determining the appropriate compensation assist torque. By superimposing the compensation assist torque on the basic assist torque, the total assist torque is obtained and output to the steering wheel, which helps to suppress the shimmy of the steering wheel, thereby ensuring the safety of the car. Specifically, by executing steps S301-S304, the electronic power steering module is adjusted to change the transmission path of the shimmy source, namely the shimmy generated by the steering wheel, to different parts of the car body. By detecting the change in the second intensity relationship of the first shimmy signal, the second shimmy signal, and the third shimmy signal before adjustment relative to the first intensity relationship of the first shimmy signal, the stability of the shimmy state of the car's steering wheel can be determined. Thus, when the shimmy state changes, a non-zero compensation assist torque can be determined in time, realizing an early response to the shimmy state of the car's steering wheel, which helps to improve the timeliness of shimmy suppression.

[0053] A power steering compensation control system can be installed on a car, making it an integral part of the car and giving it all the technical benefits of a power steering compensation control system.

[0054] It should be noted that, unless otherwise specified, when a feature is referred to as "fixed" or "connected" to another feature, it can be directly fixed or connected to the other feature, or indirectly fixed or connected to the other feature. Furthermore, the descriptions of "upper," "lower," "left," and "right" used in this disclosure are only relative to the relative positional relationships of the components of this disclosure in the accompanying drawings. The singular forms "a," "an," and "the" used in this disclosure are also intended to include the plural forms, unless the context clearly indicates otherwise. Moreover, unless otherwise defined, all technical and scientific terms used in this embodiment have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used in this embodiment specification is only for describing particular embodiments and is not intended to limit the invention. The term "and / or" as used in this embodiment includes any combination of one or more of the associated listed items.

[0055] It should be understood that although various elements may be described in this disclosure using terms such as "second," "third," etc., these elements should not be limited to these terms. These terms are used only to distinguish elements of the same type from one another. For example, an element may also be referred to as a second element without departing from the scope of this disclosure, and similarly, a second element may also be referred to as an element. The use of any and all instances or exemplary language ("e.g.," "such as," etc.) provided in this embodiment is intended only to better illustrate embodiments of the invention and, unless otherwise required, does not impose a limitation on the scope of the invention.

[0056] It should be recognized that embodiments of the present invention can be implemented or carried out by computer hardware, a combination of hardware and software, or by computer instructions stored in a non-transitory computer-readable storage medium. The method can be implemented using standard programming techniques—including a non-transitory computer-readable storage medium configured with a computer program, wherein such a storage medium causes the computer to operate in a specific and predefined manner—according to the methods and drawings described in the specific embodiments. Each program can be implemented in a high-level procedural or object-oriented programming language to communicate with the computer system. However, if desired, the program can be implemented in assembly or machine language. In any case, the language can be a compiled or interpreted language. Furthermore, for this purpose, the program can run on a programmed application-specific integrated circuit (ASIC).

[0057] Furthermore, the procedures described in this embodiment can be performed in any suitable order unless otherwise indicated by this embodiment or otherwise obviously contradict the context. The procedures (or variations and / or combinations thereof) described in this embodiment can be executed under the control of one or more computer systems configured with executable instructions, and can be implemented by hardware or a combination thereof as code (e.g., executable instructions, one or more computer programs, or one or more applications) that commonly executes on one or more processors. A computer program includes a plurality of instructions executable by one or more processors.

[0058] Furthermore, the method can be implemented in any suitable type of computing platform, including but not limited to personal computers, minicomputers, mainframes, workstations, networked or distributed computing environments, standalone or integrated computer platforms, or in communication with charged particle tools or other imaging devices, etc. Aspects of the invention can be implemented as machine-readable code stored on a non-transitory storage medium or device, whether removable or integrated into a computing platform, such as a hard disk, optical read and / or write storage medium, RAM, ROM, etc., such that it is readable by a programmable computer, and when the storage medium or device is read by the computer, it can be used to configure and operate the computer to perform the processes described herein. Furthermore, the machine-readable code, or portions thereof, can be transmitted via wired or wireless networks. The invention of this embodiment includes these and other different types of non-transitory computer-readable storage media when such media comprises instructions or programs that implement the steps above in conjunction with a microprocessor or other data processor. When programmed according to the methods and techniques of the invention, the invention also includes the computer itself.

[0059] A computer program can be applied to input data to perform the functions of this embodiment, thereby transforming the input data to generate output data stored in non-volatile memory. The output information can also be applied to one or more output devices, such as a display. In a preferred embodiment of the invention, the transformed data represents physical and tangible objects, including specific visual depictions of physical and tangible objects generated on the display.

[0060] The above are merely preferred embodiments of the present invention. The present invention is not limited to the above-described embodiments. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention, as long as they achieve the technical effects of the present invention by the same means, should be included within the scope of protection of the present invention. Within the scope of protection of the present invention, the technical solutions and / or implementation methods can have various modifications and variations.

Claims

1. A power steering compensation control system for automobiles, characterized in that, The vehicle's power steering compensation control system includes: A mechanical steering transmission module; the mechanical steering transmission module is used to transmit the operating torque of the steering wheel to the steering wheels; the operating torque is the torque generated by the driver rotating the steering wheel. First vibration detection module; the first vibration detection module is used to detect the vibration of the steering wheel and obtain a first oscillation signal; Second vibration detection module; the second vibration detection module is used to detect vibration of the steering wheel and obtain a second oscillation signal; The third vibration detection module is used to detect vibrations in the vehicle body parts and obtain a third oscillation signal. An electronic power steering module; the electronic power steering module is used to detect the operating torque, determine a corresponding base assist torque in response to the operating torque, determine a compensation assist torque based on the first sway signal, the second sway signal and the third sway signal, and provide steering assistance to the steering wheel based on the base assist torque and the compensation assist torque.

2. The steering assist compensation control system for automobiles according to claim 1, characterized in that, The vehicle body part refers to the part of the vehicle body that is further away from the steering wheel than the steering wheel.

3. The automotive steering assist compensation control system according to claim 1, characterized in that, The step of determining the compensation assist torque based on the first oscillation signal, the second oscillation signal, and the third oscillation signal includes: Set multiple detection time windows; For any of the detection time windows, at the beginning of the detection time window, the intensity of the first sway signal, the second sway signal, and the third sway signal are detected to obtain a first intensity relationship. Within the detection time window, the electronic power steering module is adjusted. After the electronic power steering module is adjusted, the intensity of the first sway signal, the second sway signal, and the third sway signal are detected to obtain a second intensity relationship. The compensation assist torque is determined based on the first intensity relationship and the second intensity relationship.

4. The automotive steering assist compensation control system according to claim 3, characterized in that, The step of determining the compensation assist torque based on the first oscillation signal, the second oscillation signal, and the third oscillation signal further includes: For any of the detection time windows, after obtaining the second strength relationship, the electronic power steering module is reverse-adjusted.

5. The automotive steering assist compensation control system according to claim 3, characterized in that, The adjustment of the electronic power steering module includes: Adjust the response speed of the electronic power steering module to the operating torque.

6. The automotive steering assist compensation control system according to claim 5, characterized in that, Determining the compensating assist torque based on the first strength relationship and the second strength relationship includes: Obtain the adjustment direction of the response speed of the electronic power steering module; The direction of intensity change is determined based on the first intensity relationship and the second intensity relationship; When the direction of the intensity change matches the adjustment direction, the compensation assist torque is determined to be zero; otherwise, the magnitude of the non-zero compensation assist torque is determined.

7. The steering assist compensation control system for automobiles according to claim 6, characterized in that: The power steering compensation control system also includes a condition detection module, which is used to detect the vehicle's speed and lateral acceleration information. Determining the magnitude of the non-zero compensation assist torque includes: Based on the vehicle speed information and the lateral acceleration information, the turning condition type of the vehicle is determined; Determine the weight combination based on the described turning condition type; Based on the weighted combination, the vehicle speed information and the lateral acceleration information are weighted and summed to determine the magnitude of the compensation assist torque.

8. The power steering compensation control system for an automobile according to any one of claims 1-7, characterized in that, The step of providing steering assistance to the steering wheel based on the basic assist torque and the compensated assist torque includes: The phase of the compensation assist torque is set to be opposite to the phase of the first oscillation signal; The total assist torque is determined based on the basic assist torque and the compensated assist torque. The total assist torque is output to the steering wheel.

9. The steering assist compensation control system for automobiles according to claim 8, characterized in that, The step of determining the total assist torque based on the base assist torque and the compensated assist torque includes: The total assist torque is obtained by superimposing the basic assist torque and the compensated assist torque.

10. An automobile product, characterized in that, The automotive product includes the steering assist compensation control system of the automotive as described in any one of claims 1-9.

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