Method and device for determining steering assist torque of vehicle, and vehicle

Abstract

The application discloses a method and device for determining a steering assist torque of a vehicle and the vehicle. The method comprises: obtaining an operating state of the vehicle; determining correction coefficients of the vehicle under different working conditions based on the operating state, obtaining different correction coefficients, and determining a basic steering assist torque of the vehicle based on the operating state, wherein the different correction coefficients correspond to the different working conditions one by one, and the different correction coefficients are used for representing different influence degrees of the different working conditions on the basic steering assist torque; and correcting the basic steering assist torque based on the different correction coefficients respectively to obtain a target steering assist torque, wherein a matching degree between the target steering assist torque and the different working conditions is higher than a matching degree between the basic steering assist torque and the different working conditions. The application solves the technical problem of low accuracy of the steering assist torque of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to a method, apparatus, and vehicle for determining the steering assist torque of a vehicle. Background Technology

[0002] Currently, the steering assist torque of a vehicle is mainly determined by the assist curve preset at the vehicle's factory.

[0003] However, when determining the steering assist torque, the above method results in a discrepancy between the determined steering assist torque and the actual operating conditions of the vehicle, since the assist curve is already fixed. Therefore, the technical problem of low accuracy in determining the vehicle's steering assist torque still exists.

[0004] There is currently no effective solution to the aforementioned technical problems. Summary of the Invention

[0005] This application provides a method, apparatus, and vehicle for determining the steering assist torque of a vehicle, thereby at least solving the technical problem of low accuracy in determining the steering assist torque of a vehicle.

[0006] According to one aspect of the embodiments of this application, a method for determining the steering assist torque of a vehicle is provided. The method may include: acquiring the operating state of the vehicle; determining correction coefficients for the vehicle under different operating conditions based on the operating state to obtain different correction coefficients; and determining the basic steering assist torque of the vehicle based on the operating state, wherein the different correction coefficients correspond one-to-one with different operating conditions, and the different correction coefficients are used to represent the different degrees of influence of different operating conditions on the basic steering assist torque; and correcting the basic steering assist torque based on the different correction coefficients to obtain a target steering assist torque, wherein the degree of matching between the target steering assist torque and different operating conditions is higher than the degree of matching between the basic steering assist torque and different operating conditions.

[0007] Optionally, the operating state includes different driving modes of the vehicle, as well as the vehicle speed and steering wheel torque in different driving modes. Determining the basic steering assist torque of the vehicle based on the operating state includes: determining mapping tables based on different driving modes to obtain different mapping tables, wherein the different mapping tables correspond one-to-one with different driving modes, and the mapping tables include the mapping relationship between the vehicle speed, steering wheel torque and basic steering assist torque in the corresponding driving mode; mapping the vehicle speed and steering wheel torque in the operating state according to the different mapping tables to obtain different basic steering assist torques of the vehicle.

[0008] Optionally, the operating status includes the vehicle's operating conditions and environmental conditions. Based on the operating status, the correction coefficients for the vehicle under different operating conditions are determined, including: based on a pre-set calibration table in the vehicle, determining different correction coefficients corresponding to the operating conditions and different correction coefficients corresponding to the environmental conditions. The calibration table includes the mapping relationship between the operating conditions and different correction coefficients, as well as the mapping relationship between the environmental conditions and different correction coefficients.

[0009] Optionally, the operating conditions include the tire pressure of both sides of the vehicle. Based on a preset calibration table in the vehicle, different correction coefficients are determined for each operating condition, including: when the vehicle turns along the tire with the lower tire pressure, a correction coefficient with a first value is determined based on the calibration table; when the vehicle turns along the tire with the higher tire pressure, a correction coefficient with a second value is determined based on the calibration table, wherein the first value is less than the second value.

[0010] Optionally, the environmental operating conditions include the road surface adhesion coefficient. The method further includes: obtaining the vehicle's operating torque, wherein the operating torque is used to represent the vehicle's actual output torque; determining the vehicle's target motor speed based on the operating torque, and mapping the road surface adhesion coefficient according to a calibration table to obtain a correction coefficient corresponding to the road surface adhesion coefficient; adjusting the correction coefficient corresponding to the road surface adhesion coefficient to the target correction coefficient based on the difference between the vehicle's operating speed and the target motor speed, wherein the operating speed is used to represent the actual angular velocity of the vehicle's motor rotation, and the degree of matching between the target correction coefficient and the environmental operating conditions is higher than the degree of matching between the correction coefficient corresponding to the road surface adhesion coefficient and the environmental operating conditions before adjustment.

[0011] Optionally, the base steering assist torque is modified based on different correction coefficients to obtain the target steering assist torque, including: fusing different correction coefficients with the base steering assist torque to obtain the target steering assist torque.

[0012] Optionally, the method further includes: compensating the target steering assist torque using different compensation torques to obtain the drive assist torque; smoothing the drive assist torque; and outputting the smoothed drive assist torque, wherein the impact of the smoothed drive assist torque on the vehicle is less than the impact of the unsmoothed drive assist torque on the vehicle.

[0013] Optionally, the operating status includes the vehicle's operating conditions and environmental conditions. The operating conditions include at least one of the following: vehicle load, vehicle yaw rate, and tire pressure. The environmental conditions include: road longitudinal slope and / or road surface adhesion coefficient.

[0014] According to another aspect of the embodiments of this application, a device for determining the steering assist torque of a vehicle is also provided. The device may include: a first acquisition unit for acquiring the operating state of the vehicle; a second acquisition unit for determining correction coefficients for the vehicle under different operating conditions based on the operating state, obtaining different correction coefficients, and determining the basic steering assist torque of the vehicle based on the operating state, wherein the different correction coefficients correspond one-to-one with the different operating conditions, and the different correction coefficients are used to represent the different degrees of influence of the different operating conditions on the basic steering assist torque; and a correction unit for correcting the basic steering assist torque based on the different correction coefficients to obtain a target steering assist torque, wherein the degree of matching between the target steering assist torque and the different operating conditions is higher than the degree of matching between the basic steering assist torque and the different operating conditions.

[0015] According to another aspect of the embodiments of this application, a vehicle is also provided. The vehicle may include a memory and a processor. The memory may be used to store an executable program. The processor may be used to run the aforementioned executable program, wherein the executable program performs any of the methods described in the embodiments of this application during execution.

[0016] According to another aspect of the embodiments of this application, an electronic device is also provided. This electronic device may include a memory and a processor. The memory may be used to store an executable program. The processor may be used to run the aforementioned executable program, wherein the executable program performs any of the methods described in the embodiments of this application during execution.

[0017] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided. The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform the method of any one of the embodiments of this application.

[0018] According to another aspect of the embodiments of this application, a processor is also provided. The processor is used to run a program, wherein the program, when running, performs the method of any one of the embodiments of this application.

[0019] According to another aspect of the embodiments of this application, a computer program product is also provided. This computer program product includes a computer program that, when executed by a processor, implements the methods of any one of the embodiments of this application described above.

[0020] In this embodiment, the vehicle's operating state is acquired; based on the operating state, correction coefficients are determined for different operating conditions, resulting in different correction coefficients; and based on the operating state, the vehicle's base steering assist torque is determined. Each correction coefficient corresponds one-to-one with a different operating condition, representing the different degrees of influence of different operating conditions on the base steering assist torque. The base steering assist torque is then corrected based on each correction coefficient to obtain a target steering assist torque. The degree of matching between the target steering assist torque and different operating conditions is higher than the degree of matching between the base steering assist torque and different operating conditions. In other words, in this embodiment, by acquiring the vehicle's operating state and determining the correction coefficients and base steering assist torque corresponding one-to-one with different operating conditions based on this operating state, and then using each correction coefficient to correct the base steering assist torque, the purpose of dynamically adjusting the steering assist torque according to the vehicle's actual operating conditions is achieved. The above method, by incorporating the influence of different operating conditions on steering assist torque, obtains a steering assist torque that matches the actual operating conditions of the vehicle. This overcomes the obstacle in related technologies where the fixed assist curve cannot adapt to the actual operating conditions of the vehicle, thus solving the technical problem of low accuracy in determining the steering assist torque of the vehicle and achieving the technical effect of improving the accuracy of determining the steering assist torque of the vehicle. Attached Figure Description

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

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

[0023] Figure 2 This is a schematic diagram of a steering assist curve adaptive control system according to an embodiment of this application;

[0024] Figure 3 This is a flowchart of an adaptive control of the steering assist curve according to an embodiment of this application;

[0025] Figure 4 This is a schematic diagram of a vehicle steering assist torque determination device according to an embodiment of this application;

[0026] Figure 5 This is a schematic diagram of a vehicle according to an embodiment of this application;

[0027] Figure 6 This is a schematic diagram of an electronic device according to an embodiment of this application. Detailed Implementation

[0028] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present application.

[0029] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0030] According to an embodiment of this application, an embodiment of a method for determining the steering assist torque of a vehicle is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0031] Figure 1 This is a flowchart of a method for determining the steering assist torque of a vehicle according to an embodiment of this application, such as... Figure 1 As shown, the method may include the following steps.

[0032] Step S102: Obtain the vehicle's operating status.

[0033] In the technical solution provided by step S102 of this application, the aforementioned operating state can be used to represent the current operating conditions of the vehicle and the driving environment in which the vehicle is located. For example, the aforementioned operating state may include, but is not limited to, driving mode state, steering wheel angle, steering wheel torque, vehicle speed, vehicle load, road longitudinal slope, tire pressure, vehicle yaw rate, road surface adhesion coefficient, etc.

[0034] Optionally, by deploying different sensors on the vehicle, multi-dimensional operating condition signals of the vehicle can be acquired. These signals can then be preprocessed to obtain standard operating condition parameters. For example, the vehicle's steering column angle sensor can be used to collect steering wheel angle and torque signals, thereby obtaining the steering wheel angle and torque based on these signals. The vehicle gateway can also acquire signals such as driving mode, vehicle speed, vehicle load, road longitudinal slope, tire pressure, yaw rate, and road surface adhesion coefficient. These acquired signals can be filtered to remove noise and outliers can be eliminated to correct abnormal data caused by sensor malfunctions or communication errors, thus obtaining standard operating condition parameters.

[0035] In this embodiment of the application, the multi-dimensional state data reflecting the vehicle's operating conditions and driving environment can be obtained in real time through the above-mentioned step S102, thereby ensuring that the vehicle's steering assist torque can match the actual situation of the vehicle.

[0036] Step S104: Based on the operating state, determine the correction coefficients for the vehicle under different operating conditions to obtain different correction coefficients, and determine the basic steering assist torque of the vehicle based on the operating state.

[0037] In the technical solution provided in step S104 of this application, after obtaining the vehicle's operating status, the correction coefficients of the vehicle under different working conditions can be determined based on the operating status to obtain different correction coefficients, and the basic steering assist torque of the vehicle can be determined based on the operating status. The different correction coefficients correspond one-to-one with the different working conditions, and the different correction coefficients are used to represent the different degrees of influence of the different working conditions on the basic steering assist torque.

[0038] The aforementioned correction coefficients can be used to represent the proportion of correction to the steering assist torque based on the vehicle's operating conditions. These correction coefficients can be used to quantify the degree of change in steering assist torque under different operating conditions. The aforementioned base steering assist torque can be used to represent the steering assist torque requirement calculated without considering the influence of the vehicle's operating conditions, reflecting the basic assist characteristics of the vehicle under ideal or standard operating conditions.

[0039] Optionally, for at least one or more of the aforementioned operating states, a pre-defined lookup table corresponding to each operating state can be invoked. The correction coefficient corresponding to each operating state can be determined through interpolation or the mapping relationship in the lookup table. For example, when the lookup table is a full vehicle load lookup table, the load correction coefficient (which can be represented by K1) can be obtained based on the full vehicle load lookup table. When the lookup table is a road longitudinal slope lookup table, the slope correction coefficient (which can be represented by K2) can be obtained.

[0040] Optionally, the vehicle's base steering assist torque can be determined by obtaining the vehicle's current driving mode through the aforementioned operating states. For example, the driving mode could be light mode, comfort mode, or standard mode. The vehicle speed and steering wheel torque can also be obtained from the aforementioned operating states. Based on the aforementioned driving mode, a base assist curve lookup table corresponding to the aforementioned driving mode can be matched from different preset lookup tables. The base steering assist torque can be obtained by performing a two-dimensional lookup or interpolation calculation based on the aforementioned vehicle speed and steering wheel torque within the selected base assist curve lookup table.

[0041] In this embodiment of the application, the above step S104 can determine the basic power steering torque of the vehicle and independently evaluate different operating conditions, thereby realizing adaptive adjustment of the power steering torque under complex and variable operating conditions.

[0042] Step S106: Based on different correction coefficients, the basic steering assist torque is corrected to obtain the target steering assist torque.

[0043] In the technical solution provided by step S106 of this application, after determining the correction coefficients of the vehicle under different operating conditions based on the operating state, and obtaining different correction coefficients, and after determining the basic steering assist torque of the vehicle based on the operating state, the basic steering assist torque can be corrected based on different correction coefficients to obtain the target steering assist torque. The degree of matching between the target steering assist torque and different operating conditions is higher than the degree of matching between the basic steering assist torque and different operating conditions.

[0044] The aforementioned target steering assist torque can be used to represent the steering assist torque that matches the current operating conditions and maintains a smooth and consistent steering feel, after comprehensively considering the multi-dimensional operating conditions of the vehicle.

[0045] Optionally, correction coefficients corresponding to different operating conditions can be obtained through the aforementioned lookup table. The base steering assist torque is then coupled with each correction coefficient to obtain the fused assist torque. For example, given the different operating conditions of vehicle load, road longitudinal slope, road surface adhesion coefficient, tire pressure, and vehicle yaw rate, the corresponding correction coefficients for these different operating conditions are obtained as follows: load correction coefficient K1, slope correction coefficient K2, road surface adhesion coefficient correction coefficient K3, tire pressure correction coefficient K4, and yaw rate correction coefficient K5. The fused assist torque T1 is obtained by multiplying these different correction coefficients with the base steering assist torque.

[0046] In this embodiment, the vehicle's operating state is obtained through steps S102 to S106. Based on the operating state, correction coefficients are determined for different operating conditions, resulting in different correction coefficients. The basic steering assist torque is also determined based on the operating state. Each correction coefficient corresponds to a different operating condition, representing the different degrees of influence of different operating conditions on the basic steering assist torque. The basic steering assist torque is then corrected based on these correction coefficients to obtain a target steering assist torque. The degree of matching between the target steering assist torque and different operating conditions is higher than the degree of matching between the basic steering assist torque and different operating conditions. In other words, in this embodiment, by obtaining the vehicle's operating state and determining the correction coefficients and basic steering assist torque corresponding to different operating conditions based on this state, and then using these correction coefficients to correct the basic steering assist torque, the purpose of dynamically adjusting the steering assist torque according to the vehicle's actual operating conditions is achieved. The above method, by incorporating the influence of different operating conditions on steering assist torque, obtains a steering assist torque that matches the actual operating conditions of the vehicle. This overcomes the obstacle in related technologies where the fixed assist curve cannot adapt to the actual operating conditions of the vehicle, thus solving the technical problem of low accuracy in determining the steering assist torque of the vehicle and achieving the technical effect of improving the accuracy of determining the steering assist torque of the vehicle.

[0047] The method described in this embodiment will be further described below.

[0048] As an optional embodiment, the operating state includes different driving modes of the vehicle, as well as the vehicle speed and steering wheel torque in different driving modes. Step S104, based on the operating state, determines the basic steering assist torque of the vehicle, including: determining mapping tables based on different driving modes to obtain different mapping tables, wherein the different mapping tables correspond one-to-one with different driving modes, and the mapping tables include the mapping relationship between the vehicle speed, steering wheel torque and basic steering assist torque in the corresponding driving modes; mapping the vehicle speed and steering wheel torque in the operating state according to the different mapping tables to obtain different basic steering assist torques of the vehicle.

[0049] In this embodiment of the application, the above mapping table includes the mapping relationship between vehicle speed, steering wheel torque and basic steering assist torque in the corresponding driving mode. Different mapping tables correspond one-to-one with different driving modes.

[0050] Optionally, when determining different mapping tables based on different driving modes, the current driving mode of the vehicle can be confirmed based on the driving mode signal in the above-mentioned operating state. The mapping table corresponding to the current driving mode of the vehicle can be matched and selected from multiple preset mapping tables associated with driving modes. The different driving mode signals can correspond to at least three preset driving modes (e.g., light mode, comfort mode, standard mode).

[0051] Optionally, after selecting a mapping table, when mapping the vehicle speed and steering wheel torque in the running state according to different mapping tables to obtain different basic steering assist torques of the vehicle, the vehicle speed and steering wheel torque in the running state can be used as two-dimensional coordinate independent variables, and a lookup operation can be performed in the selected mapping table. If the vehicle speed or steering wheel torque does not fall completely on the preset data points in the mapping table, linear interpolation can be used to calculate the basic steering assist torque corresponding to the vehicle speed and steering wheel torque based on the basic assist torque values ​​of adjacent data points.

[0052] In this embodiment, the above method can configure independent mapping tables for different driving modes, which can flexibly adjust the basic steering assist torque without changing the vehicle hardware structure, so as to meet the driver's differentiated needs for different subjective driving feel. At the same time, the two-dimensional lookup table and interpolation calculation based on vehicle speed and steering wheel torque can avoid the sudden change in basic steering assist torque caused by the discreteness of the lookup table, which would affect the driver's driving feel.

[0053] As an optional embodiment, the operating state includes the vehicle's operating conditions and environmental conditions. Step S104 involves determining the correction coefficients for the vehicle under different operating conditions based on the operating state, including: determining different correction coefficients corresponding to the operating conditions and different correction coefficients corresponding to the environmental conditions based on a pre-set calibration table in the vehicle. The calibration table includes the mapping relationship between the operating conditions and different correction coefficients, as well as the mapping relationship between the environmental conditions and different correction coefficients.

[0054] In this embodiment, the aforementioned operating conditions can be used to represent physical quantities reflecting the vehicle's dynamic driving state, load distribution, and kinematic characteristics, such as the vehicle's total load, road longitudinal slope, tire pressure, and vehicle yaw rate. The aforementioned environmental conditions can be used to represent physical quantities reflecting the vehicle's external driving environment and road surface conditions, such as the road adhesion coefficient. The aforementioned calibration table includes mapping relationships between operating conditions and different correction coefficients, as well as mapping relationships between environmental conditions and different correction coefficients.

[0055] Optionally, when mapping the vehicle's operating conditions and environmental conditions in operation according to different calibration tables to obtain different correction coefficients corresponding to different operating conditions and environmental conditions, the real-time values ​​of the vehicle load, road longitudinal slope, tire pressure, vehicle yaw rate, and road adhesion coefficient can be obtained respectively. For each of the above-mentioned physical quantities, the corresponding preset one-dimensional or multi-dimensional calibration table is called. Through table lookup and interpolation calculation, the correction coefficient matching the physical quantity is determined independently. For example, the load correction coefficient K1 is obtained by looking up the table based on the vehicle load, the slope correction coefficient K2 is obtained by looking up the table based on the road longitudinal slope, the road adhesion coefficient correction coefficient K3 is obtained by looking up the table based on the road adhesion coefficient, the tire pressure correction coefficient K4 is obtained by looking up the table based on the tire pressure, and the yaw rate correction coefficient K5 is obtained by looking up the table based on the vehicle yaw rate.

[0056] As an optional embodiment, the operating conditions include the tire pressure of both sides of the vehicle. Based on a preset calibration table in the vehicle, different correction coefficients are determined for each operating condition, including: when the vehicle turns along the tire with the lower tire pressure, a correction coefficient with a first value is determined based on the calibration table; when the vehicle turns along the tire with the higher tire pressure, a correction coefficient with a second value is determined based on the calibration table, wherein the first value is less than the second value.

[0057] In this embodiment, the tire pressure includes the real-time tire pressure of the left front tire and the real-time tire pressure of the right front tire. The first value can be used to represent the correction factor for the tire pressure when the vehicle turns towards the tire with the lower tire pressure. The second value can be used to represent the correction factor for the tire pressure when the vehicle turns towards the tire with the higher tire pressure.

[0058] Optionally, when determining the correction coefficient corresponding to the tire pressure of the aforementioned vehicle, it is necessary to consider the influence of the real-time tire pressure of the left and right front tires and the vehicle's steering direction on the correction coefficient. The left and right front tire pressures can be obtained in real time; the pressure difference between the left and right front tires can be calculated; simultaneously, the steering wheel angle or steering intention direction can be determined. When the left front tire pressure is less than the right front tire pressure, and the steering wheel is turned to the left (i.e., turning towards the side with lower tire pressure or a relatively low pressure side), the correction coefficient corresponding to the lower tire pressure value in the calibration table is selected to obtain a smaller correction coefficient, i.e., the first value. If the steering wheel is turned to the right (i.e., turning towards the side with higher tire pressure or a relatively high pressure side), the correction coefficient corresponding to the higher tire pressure value in the calibration table is selected to obtain a larger correction coefficient, i.e., the second value.

[0059] In this embodiment of the application, the above method can dynamically adjust the correction coefficient corresponding to the tire pressure by distinguishing the difference between the left and right front tire pressure and the steering direction. When turning towards the side with lower tire pressure, the correction coefficient is reduced, which helps to retain a certain amount of road feedback and prevent the risk of over-sensitive steering or loss of control due to low tire pressure. When turning towards the side with higher tire pressure, the correction coefficient is increased, which helps to compensate for the larger rolling resistance on the high-pressure side and ensure the consistency of steering feel between the left and right sides.

[0060] As an optional embodiment, the environmental operating condition includes the road surface adhesion coefficient. The method further includes: obtaining the vehicle's operating torque, wherein the operating torque represents the vehicle's actual output torque; determining the vehicle's target motor speed based on the operating torque; mapping the road surface adhesion coefficient according to a calibration table to obtain a correction coefficient corresponding to the road surface adhesion coefficient; adjusting the correction coefficient corresponding to the road surface adhesion coefficient to the target correction coefficient based on the difference between the vehicle's operating speed and the target motor speed, wherein the operating speed represents the actual angular velocity of the vehicle's motor rotation, and the degree of matching between the target correction coefficient and the environmental operating condition is higher than the degree of matching between the correction coefficient corresponding to the road surface adhesion coefficient and the environmental operating condition before adjustment.

[0061] In this embodiment, the aforementioned operating torque can be used to represent the actual output torque of the vehicle. The aforementioned operating speed is used to represent the actual angular velocity of the vehicle's motor. The aforementioned target motor speed can be used to represent the theoretically ideal angular velocity of the motor that the vehicle should achieve under the current operating torque.

[0062] Optionally, when obtaining the correction coefficient corresponding to the road surface adhesion coefficient, the actual output torque of the power assist motor in the vehicle can be collected in real time as the vehicle's working torque; based on the pre-calibrated motor torque-speed characteristic curve, the theoretical speed that the vehicle should reach under the above working torque can be queried or calculated to obtain the target motor speed; a preset calibration table containing the mapping relationship between the road surface adhesion coefficient and the correction coefficient can be called, and the road surface adhesion coefficient correction coefficient can be obtained by looking up the table with the road surface adhesion coefficient as the independent variable.

[0063] Optionally, after determining the aforementioned road surface adhesion coefficient correction coefficient, it can be further corrected. This can be achieved by acquiring the actual operating speed of the motor in real time; calculating the speed difference between the operating speed and the target motor speed; based on this speed difference, calling a preset calibration table (or calculation function) containing the mapping relationship between the speed difference and the correction coefficient adjustment factor to determine the adjustment factor; and combining the aforementioned road surface adhesion coefficient correction coefficient with the adjustment factor to obtain the target road surface adhesion coefficient correction coefficient. When the speed difference is large, it indicates a deviation between the actual tire slippage or load and the theoretical deviation. In this case, adjusting the correction coefficient can compensate for the deviation, making the correction coefficient more closely match the actual road surface adhesion state.

[0064] In this embodiment, the above method enables the confirmation and adaptive adjustment of the road surface adhesion coefficient correction factor. In related technologies, road surface adhesion coefficient correction often relies on single-parameter estimation, which is easily affected by sensor noise errors. The above method dynamically adjusts the correction factor based on the speed difference, effectively eliminating control deviations caused by road surface adhesion coefficient estimation errors or sudden changes in operating conditions.

[0065] As an optional implementation method, the base steering assist torque is corrected based on different correction coefficients to obtain the target steering assist torque, including: fusing different correction coefficients with the base steering assist torque to obtain the target steering assist torque.

[0066] In the embodiments of this application, the aforementioned target steering assist torque can be used to represent the steering assist torque that matches the current operating conditions and maintains a smooth and consistent steering feel after comprehensively considering the multi-dimensional operating conditions of the vehicle.

[0067] Optionally, different correction coefficients can be fused with the base steering assist torque. The base steering assist torque T0 can be multiplied by the load correction coefficient K1, the slope correction coefficient K2, the road surface adhesion coefficient correction coefficient K3, the tire pressure correction coefficient K4, and the yaw rate correction coefficient K5 to obtain the fused assist torque T1. T1 can be obtained by the following formula.

[0068] T1 = T0 × K1 × K2 × K3 × K4 × K5

[0069] In the embodiments of this application, the above method can linearly superimpose the independent effects of different operating conditions on the basic steering assist torque, ensuring the operating condition coverage of the target steering assist torque.

[0070] As an optional embodiment, the method further includes: compensating the target steering assist torque using different compensation torques to obtain the drive assist torque; smoothing the drive assist torque; and outputting the smoothed drive assist torque, wherein the impact of the smoothed drive assist torque on the vehicle is less than the impact of the unsmoothed drive assist torque on the vehicle.

[0071] In the embodiments of this application, the aforementioned drive assist torque can be used to represent the torque that the vehicle ultimately needs to output after adding auxiliary torques for improving functions such as self-centering, damping, and friction compensation, based on the target steering assist torque.

[0072] Optionally, different compensation torques can be used to compensate for the target steering assist torque. Multiple compensation torques can be calculated in real time or obtained by looking up tables, such as return torque, inertia compensation torque, damping compensation torque, and deviation compensation torque. The target steering assist torque is algebraically superimposed with at least one of the above compensation torques to obtain the drive assist torque. The drive assist torque can be smoothed by performing a first-order low-pass filtering algorithm to filter out high-frequency noise and instantaneous spikes caused by sudden changes in operating conditions to obtain the filtered torque value. The filtered torque value is then subjected to amplitude limiting to obtain the smoothed drive assist torque.

[0073] In this embodiment, multi-dimensional compensation torque is introduced through the above method, achieving basic steering assistance and actively optimizing the steering wheel's return-to-center performance, friction sensing, and dynamic damping. Low-pass filtering and amplitude limiting effectively suppress torque surges and impacts, improving the driver's steering experience.

[0074] As an optional embodiment, the operating conditions include the vehicle's operating conditions and environmental conditions. The operating conditions include at least one of the following: vehicle load, vehicle yaw rate, and tire pressure. The environmental conditions include: road longitudinal slope and / or road surface adhesion coefficient.

[0075] Optionally, based on the real-time acquired vehicle load, a preset calibration table is consulted to determine the load correction coefficient K1; the larger the vehicle load, the larger the load correction coefficient K1, to increase assistance and overcome greater steering resistance; based on the real-time collected vehicle yaw rate, a yaw rate correction coefficient K5 is determined; the larger the yaw rate, the higher the vehicle's dynamic stability requirement; based on the real-time collected tire pressure of the left and right front wheels, combined with the steering direction, a tire pressure correction coefficient K4 is determined; based on the real-time estimated or calculated road longitudinal slope, a slope correction coefficient K2 is determined; based on the real-time estimated road adhesion coefficient, a road adhesion coefficient correction coefficient K3 is determined. An initial adhesion coefficient correction coefficient can be obtained by consulting a table, and then a closed-loop correction is performed on the initial coefficient, combined with the deviation between the actual motor operating speed and the target motor speed determined based on the operating torque, to obtain the final adhesion coefficient correction coefficient K3, thus eliminating estimation errors.

[0076] In this embodiment, the vehicle's operating state is acquired; based on the operating state, correction coefficients are determined for different operating conditions, resulting in different correction coefficients; and based on the operating state, the vehicle's base steering assist torque is determined. Each correction coefficient corresponds one-to-one with a different operating condition, representing the different degrees of influence of different operating conditions on the base steering assist torque. The base steering assist torque is then corrected based on each correction coefficient to obtain a target steering assist torque. The degree of matching between the target steering assist torque and different operating conditions is higher than the degree of matching between the base steering assist torque and different operating conditions. In other words, in this embodiment, by acquiring the vehicle's operating state and determining the correction coefficients and base steering assist torque corresponding one-to-one with different operating conditions based on this operating state, and then using each correction coefficient to correct the base steering assist torque, the purpose of dynamically adjusting the steering assist torque according to the vehicle's actual operating conditions is achieved. The above method, by incorporating the influence of different operating conditions on steering assist torque, obtains a steering assist torque that matches the actual operating conditions of the vehicle. This overcomes the obstacle in related technologies where the fixed assist curve cannot adapt to the actual operating conditions of the vehicle, thus solving the technical problem of low accuracy in determining the steering assist torque of the vehicle and achieving the technical effect of improving the accuracy of determining the steering assist torque of the vehicle.

[0077] The technical solutions of the embodiments of this application will be illustrated below with reference to preferred embodiments.

[0078] Currently, commercial vehicle steering technology is evolving from providing basic steering assistance to becoming a core intelligent system supporting energy conservation, safety, and autonomous driving. The related technological evolution path is: hydraulic power steering → electro-hydraulic power steering → electro-hydraulic coupling power steering → electric power steering → steer-by-wire. Heavy-duty commercial vehicles still primarily use electro-hydraulic coupling power steering, which combines the advantages of high torque and reliability of hydraulic systems with the precision and rapid response of electric control, making it the optimal technological route that balances cost, load capacity, and comfort.

[0079] In related technologies, the power steering curve is fixed at the factory and cannot be adjusted in real time according to operating conditions. This generally results in problems such as heavy steering at low speeds, floatiness at high speeds, and poor self-centering performance. In particular, commercial vehicles have large axle load variations and complex driving scenarios. Under conditions such as switching between no-load and heavy-load, abnormal tire pressure, driving on slopes, and wet / gravel roads, the steering resistance torque fluctuates drastically. Fixed power steering cannot match real-time needs, resulting in inconsistent steering feel, steering shock, incomplete self-centering, or overshooting of self-centering, which directly affects driving comfort and driving safety.

[0080] Optionally, the electro-hydraulic steering system adjusts the motor torque through the electronic control unit to achieve flexible and adjustable power assist characteristics, providing a feasible solution to the aforementioned problems. However, the power assist requirements of electro-hydraulic steering in commercial vehicles are affected by multiple strongly coupled factors, such as vehicle weight, front axle load, tire pressure, road gradient, road surface adhesion (dry / wet / gravel / ice / snow), vehicle speed, and steering wheel torque, all of which jointly determine the optimal power assist curve. If the control system only uses a few parameters such as vehicle speed and steering torque, it cannot cover all operating conditions, and defects such as insufficient power assist, excessive power assist, uneven feel, and shocks during operating condition transitions will still occur.

[0081] Among related technologies, the steering assist control technology for commercial vehicles generally suffers from insufficient adaptability to operating conditions: it only considers vehicle speed, torque, or a single slope, without simultaneously integrating the four core influencing factors of vehicle weight / axle load, tire pressure, slope, and road surface adhesion; it often adopts fixed curve segment switching, lacks smoothing strategies, and is prone to sudden power assist changes and shocks; it cannot maintain continuous, smooth, and consistent steering feel under all operating conditions, and its safety and comfort are difficult to meet the requirements of high-end commercial vehicles.

[0082] Optionally, in response to the technical pain points of related technologies that cannot adaptively adjust in real time based on multiple factors such as vehicle weight, tire pressure, slope, and road surface adhesion, resulting in an uneven power assist curve and poor consistency in steering feel, this application proposes a method for determining the steering assist torque of a vehicle. Through multi-source perception, multi-factor weight fusion, and smoothing filter control, it achieves precise matching of steering assist and high consistency in feel across all scenarios.

[0083] This application proposes an electro-hydraulic power steering system for commercial vehicles, comprising: a signal acquisition and processing module, a torque calculation and output module, and an actuator module. This system is used to execute a method for determining the steering assist torque of the aforementioned vehicle.

[0084] Optionally, the aforementioned signal acquisition and processing module can acquire multi-condition status signals of commercial vehicles in real time, including driving mode status, steering wheel angle, steering wheel torque, vehicle speed, vehicle load, road longitudinal slope, tire pressure, vehicle yaw rate, and road surface adhesion coefficient; the steering torque is acquired by sensors, and the other signals are sent by the vehicle gateway through the bus; the module has a built-in fault diagnosis and signal filtering unit to filter the raw signals, limit threshold amplitude, remove outliers, and output standard operating condition parameters.

[0085] Optionally, the torque calculation output module mentioned above has a built-in multi-condition calibration table, including a basic assist torque calculation unit, a multi-dimensional correction coefficient calculation unit, a fusion assist torque calculation unit, and a final drive torque calculation unit.

[0086] In this embodiment, the basic assist torque calculation unit selects different vehicle speeds and steering wheel torque two-dimensional tables according to the driving mode state to perform lookup calculations and interpolation to obtain the basic assist torque; the driving mode states are divided into light, comfort, and standard.

[0087] In this embodiment, the multi-dimensional correction coefficient calculation unit, based on load, slope, road adhesion coefficient, tire pressure, and yaw rate, respectively consults calibration to obtain the load correction coefficient, slope correction coefficient, adhesion correction coefficient, tire pressure correction coefficient, and yaw correction coefficient. The tire pressure correction coefficient considers the tire pressure difference between the left and right front tires and the tire pressure of the tires themselves. Furthermore, if the left front tire pressure is lower than the right front tire pressure, the steering assist coefficient for turning left will be lower than the steering assist coefficient for turning right. The adhesion correction coefficient is corrected in a closed loop under flat road conditions based on the correspondence between the actual driving force and the actual motor speed to eliminate the influence of adhesion coefficient calculation errors.

[0088] In this embodiment, the fusion torque calculation unit performs fusion torque calculation based on the load correction coefficient, slope correction coefficient, adhesion correction coefficient, tire pressure correction coefficient, and yaw correction coefficient calculated under different working conditions, thereby realizing multi-working-condition fusion control.

[0089] In this embodiment, the final drive torque processing unit integrates the assist torque with the return torque, inertia compensation torque, friction compensation torque, damping compensation torque, and deviation compensation torque to obtain the original drive torque. In order to prevent assist shock caused by sudden assist changes, the original drive torque is output after low-pass filtering and amplitude limiting.

[0090] Optionally, the actuator module includes a motor drive circuit, a power assist motor, and a hydraulic coupling power assist mechanism; it receives the final drive torque command, drives the motor to output the corresponding required torque, and amplifies it through the hydraulic coupling mechanism before applying it to the steering mechanism assembly to achieve power assist.

[0091] Optionally, the system can simultaneously collect data on steering wheel angle, torque, driving mode, vehicle speed, load, gradient, tire pressure, yaw rate, and road surface adhesion coefficient. After filtering, amplitude limiting, and outlier removal, standard parameters are output.

[0092] Optionally, when the switching conditions are met and the driving mode status changes, the driving mode is switched to meet different power steering feel requirements. The switching conditions mainly include: the system is normal (ignition signal is normal and no serious malfunction has occurred, steering wheel is zero-position calibrated, etc.); intelligent driving function is not activated; steering wheel torque, steering wheel angle, vehicle speed, and driving mode switching command signals are normal; steering wheel torque is less than the threshold, steering wheel angle is less than the threshold, steering wheel speed is less than the threshold, and vehicle speed is less than the threshold.

[0093] Optionally, different vehicle speeds and steering wheel torque 2D MAPs can be selected according to the driving mode status, and the original basic assist torque T0 can be obtained by interpolation and table lookup.

[0094] Optionally, different correction coefficients can be obtained independently by referring to the MAP calibration for load, gradient, coefficient of friction, tire pressure, and yaw rate. The tire pressure correction coefficient takes into account the tire pressure difference between the left and right front tires and the tire pressure of the tires themselves. Furthermore, if the tire pressure of the left front tire is lower than that of the right front tire, the power assist coefficient for turning left will be lower than that for turning right. The coefficient of friction correction will be corrected in a closed loop under flat road conditions based on the correspondence between the actual driving force and the actual motor speed to eliminate the influence of errors in the calculation of the coefficient of friction.

[0095] Optionally, the fusion torque can be calculated based on the correction coefficients calculated under different operating conditions.

[0096] Optionally, the original drive torque is obtained by integrating the assist torque with the return torque, inertia compensation torque, friction compensation torque, damping compensation torque, and deviation compensation torque. To prevent assist shock caused by sudden assist changes, the original drive torque is output after low-pass filtering and amplitude limiting.

[0097] In this embodiment, the vehicle's operating state is acquired; based on the operating state, correction coefficients are determined for different operating conditions, resulting in different correction coefficients; and based on the operating state, the vehicle's base steering assist torque is determined. Each correction coefficient corresponds one-to-one with a different operating condition, representing the different degrees of influence of different operating conditions on the base steering assist torque. The base steering assist torque is then corrected based on these different correction coefficients to obtain a target steering assist torque. The matching degree between the target steering assist torque and different operating conditions is higher than the matching degree between the base steering assist torque and different operating conditions. In other words, in this embodiment, by acquiring the vehicle's operating state and determining the correction coefficients and base steering assist torque corresponding one-to-one with different operating conditions based on this operating state, and then using these correction coefficients to correct the base steering assist torque, the purpose of dynamically adjusting the steering assist torque according to the vehicle's actual operating conditions is achieved. This method overcomes the obstacle in related technologies where the fixed assist curve cannot adapt to the actual operating conditions of the vehicle, thus solving the technical problem of low accuracy in determining the vehicle's steering assist torque and achieving the technical effect of improving the accuracy of determining the vehicle's steering assist torque.

[0098] The embodiments of this application will be further described below.

[0099] Figure 2 This is a schematic diagram of a steering assist curve adaptive control system according to an embodiment of this application, as shown below. Figure 2As shown, the adaptive steering assist curve control system includes: a Torque Angle Sensor (TAS) 201, a TAS sensor processing unit 202, a Controller Area Network (CAN) signal processing unit 203, a signal preprocessing unit 204, a vehicle gateway 205, a driving mode switching calculation unit 206, a basic assist torque unit 207, a multi-dimensional correction calculation unit 208, a torque fusion calculation unit 209, a final torque calculation unit 210, a motor drive circuit 211, an assist motor 212, and a hydraulic coupling assist mechanism 213.

[0100] Optionally, the TAS sensor 201 is used to acquire raw signals of steering wheel angle and steering wheel torque in real time, and convert the raw signals into pulse width modulation (PWM) signals or digital signals for output.

[0101] Optionally, the TAS sensor processing unit 202 is used to receive the raw signal output by the TAS sensor 201, decode and process the signal to obtain standardized steering wheel angle and steering wheel torque values.

[0102] Optionally, the CAN signal processing unit 203 is used to receive vehicle operating status signals forwarded by the vehicle gateway 205 via the CAN bus, and to parse the received signals to extract parameters such as driving mode status, vehicle speed, vehicle load, road longitudinal slope, tire pressure, vehicle yaw rate, and road surface adhesion coefficient.

[0103] Optionally, the signal preprocessing unit 204 is used to filter, threshold limit, and remove outliers from the steering wheel angle and torque output by the TAS sensor processing unit 202 and the vehicle operating status signal extracted by the CAN signal processing unit 203, so as to eliminate interference signals and output standard operating parameters.

[0104] Optionally, the vehicle gateway 205 is used as an internal vehicle communication hub to forward vehicle operating status signals from various control units of the vehicle via the CAN bus, including driving mode status, vehicle speed, vehicle load, road longitudinal slope, tire pressure, vehicle yaw rate and road surface adhesion coefficient.

[0105] Optionally, the driving mode switching calculation unit 206 is used to monitor whether the vehicle meets the driving mode switching conditions, such as the system being normal, the intelligent driving function not being activated, the steering wheel torque / angle / speed and vehicle speed being lower than preset thresholds, etc. When the conditions are met and the driving mode command changes, the current target driving mode state is determined.

[0106] Optionally, the basic assist torque unit 207 is used to select the corresponding vehicle speed-steering wheel torque two-dimensional calibration table according to the driving mode state determined by the driving mode switching calculation unit 206, and calculate the basic assist torque by interpolation and table lookup.

[0107] Optionally, the multi-dimensional correction calculation unit 208 is used to calculate the load correction coefficient, slope correction coefficient, road adhesion coefficient correction coefficient, tire pressure correction coefficient, and yaw rate correction coefficient by referring to the corresponding preset calibration tables based on the vehicle load, road longitudinal slope, tire pressure, vehicle yaw rate, and road adhesion coefficient output by the signal preprocessing unit 204. Among them, the tire pressure correction coefficient is corrected according to the pressure difference between the left and right front tires and the steering direction, and the road adhesion coefficient correction coefficient is corrected in a closed loop according to the relationship between the actual driving force and the motor speed.

[0108] Optionally, the torque fusion calculation unit 209 is used to receive the basic assist torque and various correction coefficients, and perform fusion calculation to obtain the multi-condition fusion assist torque.

[0109] Optionally, the final torque calculation unit 210 is used to superimpose the fused assist torque output by the torque fusion calculation unit 209 with the return torque, inertia compensation torque, friction compensation torque, damping compensation torque and deviation compensation torque to obtain the original drive torque, and perform low-pass filtering and amplitude limiting on the original drive torque to output the final drive torque command.

[0110] Optionally, the motor drive circuit 211 is used to receive the drive torque command output by the final torque calculation unit 210 and drive the booster motor 212 to output the corresponding motor torque.

[0111] Optionally, the assist motor 212 is used to output permanent magnet synchronous motor torque based on the control signal of the motor drive circuit 211, as the power source of the electro-hydraulic coupling assist system.

[0112] Optionally, the hydraulic coupling assist mechanism 213 is used to receive the motor torque output by the assist motor 212, amplify the torque through the hydraulic coupling mechanism, and then apply it to the steering mechanism assembly to achieve adaptive steering assist for the current working conditions.

[0113] Figure 3 This is a flowchart of an adaptive control of the steering assist curve according to an embodiment of this application, such as... Figure 3 As shown, the adaptive control of the steering assist curve includes the following steps.

[0114] Step S302, signal acquisition and preprocessing.

[0115] Optionally, the system can simultaneously collect data such as steering wheel angle, torque, driving mode, vehicle speed, load, slope, tire pressure, yaw rate, and road adhesion coefficient. After filtering, amplitude limiting, and outlier removal, standard parameters are output.

[0116] Step S304, driving mode determination.

[0117] Optionally, when the switching conditions are met and the driving mode status changes, the driving mode is switched to meet different power steering feel requirements. The switching conditions mainly include: the ignition signal is normal and no serious malfunction has occurred; the steering wheel is zero-position calibrated; the intelligent driving function is not activated; the steering wheel torque, steering wheel angle, vehicle speed, and driving mode switching command signals are normal; the steering wheel torque is less than the threshold, the steering wheel angle is less than the threshold, the steering wheel speed is less than the threshold, and the vehicle speed is less than the threshold.

[0118] Step S306, basic auxiliary table lookup.

[0119] Optionally, different vehicle speeds and steering wheel torque two-dimensional tables can be selected according to the driving mode, and the original basic assist torque can be obtained by interpolation and table lookup.

[0120] Step S308: Calculation of multi-dimensional correction coefficients.

[0121] Optionally, different calibration tables can be consulted to obtain different correction coefficients related to load, gradient, coefficient of friction, tire pressure, and yaw rate. The correction coefficient for tire pressure can take into account the tire pressure difference between the left and right front tires and the tire pressure itself. If the left front tire pressure is lower than the right front tire pressure, the steering assist coefficient for turning left will be lower than the steering assist coefficient for turning right. The friction correction coefficient can be corrected in a closed-loop manner under flat road conditions based on the correspondence between actual driving force and actual motor speed to eliminate the influence of errors in friction coefficient calculation.

[0122] Step S310: Calculate the fused torque.

[0123] Optionally, the fusion torque can be calculated based on different correction coefficients in the above steps.

[0124] Step S312, final torque calculation.

[0125] Optionally, the original drive torque is obtained by integrating the assist torque with the return torque, inertia compensation torque, friction compensation torque, damping compensation torque, and deviation compensation torque. To prevent assist shock caused by sudden assist changes, the original drive torque is output after low-pass filtering and amplitude limiting.

[0126] In this application embodiment, a device for determining the steering assist torque of a vehicle is also provided, wherein the device for determining the steering assist torque of a vehicle can be used to execute the method for determining the steering assist torque of a vehicle according to the embodiments of this application.

[0127] Figure 4 This is a schematic diagram of a vehicle steering assist torque determination device according to an embodiment of this application, as shown below. Figure 4 As shown, the device for determining the steering assist torque of the vehicle includes: a first determining unit 402, a second determining unit 404, and a correction unit 406.

[0128] The first determining unit 402 is used to obtain the operating status of the vehicle.

[0129] The second determining unit 404 is used to determine the correction coefficients of the vehicle under different operating conditions based on the operating state, thereby obtaining different correction coefficients, and to determine the basic steering assist torque of the vehicle based on the operating state, wherein the different correction coefficients correspond one-to-one with the different operating conditions, and the different correction coefficients are used to represent the different degrees of influence of the different operating conditions on the basic steering assist torque.

[0130] The correction unit 406 is used to correct the base steering assist torque based on different correction coefficients to obtain the target steering assist torque, wherein the degree of matching between the target steering assist torque and the different operating conditions is higher than the degree of matching between the base steering assist torque and the different operating conditions.

[0131] In this embodiment, the vehicle's operating state is obtained by a first determining unit 402. A second determining unit 404 determines correction coefficients for the vehicle under different operating conditions based on the operating state, obtaining different correction coefficients, and determines the vehicle's base steering assist torque based on the operating state. Each correction coefficient corresponds one-to-one with a different operating condition, representing the different degrees of influence of each operating condition on the base steering assist torque. A correction unit 406 corrects the base steering assist torque based on the different correction coefficients to obtain a target steering assist torque. The matching degree between the target steering assist torque and the different operating conditions is higher than the matching degree between the base steering assist torque and the different operating conditions, thereby solving the technical problem of low accuracy in determining the vehicle's steering assist torque and achieving the technical effect of improving the accuracy of determining the vehicle's steering assist torque.

[0132] Figure 5 This is a schematic diagram of a vehicle according to an embodiment of this application, such as... Figure 5 As shown, the electronic device 50 includes a memory 502 and a processor 504, wherein the memory 502 is used to store computer programs; and the processor 504 is used to execute the programs stored in the memory 502 to implement any of the methods in the embodiments of this application.

[0133] Figure 6 This is a schematic diagram of an electronic device according to an embodiment of this application, such as... Figure 6 As shown, the electronic device 60 includes a memory 602 and a processor 604, wherein the memory 602 is used to store computer programs; and the processor 604 is used to execute the programs stored in the memory 602 to implement any of the methods in the embodiments of this application.

[0134] According to another aspect of the embodiments of this application, an electronic device is also provided. This electronic device may include a memory and a processor. The memory may be used to store an executable program. The processor may be used to run the aforementioned executable program, wherein the executable program performs any of the methods described in the embodiments of this application during execution.

[0135] According to an embodiment of this application, a computer-readable storage medium is also provided, the storage medium including a stored program, wherein the program executes the method of any one of the embodiments of this application.

[0136] According to an embodiment of this application, a processor is also provided for running a program, wherein the program executes any one of the methods described in the embodiments of this application above.

[0137] Embodiments of this application also provide a computer program product. Optionally, in this embodiment, the computer program product may include a computer program that, when executed by a processor, implements the method of any one of the embodiments of this application.

[0138] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some interfaces; indirect couplings or communication connections between units or modules may be electrical or other forms.

[0139] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs. Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated units described above can be implemented in hardware or as software functional units.

[0140] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, ROM, RAM, portable hard drives, magnetic disks, or optical disks.

[0141] The above are merely preferred embodiments of this application. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for determining the steering assist torque of a vehicle, characterized in that, include: Obtain the operating status of the vehicle; Based on the operating state, correction coefficients for the vehicle under different operating conditions are determined to obtain different correction coefficients. Based on the operating state, the basic steering assist torque of the vehicle is determined. The different correction coefficients correspond one-to-one with the different operating conditions, and the different correction coefficients are used to represent the different degrees of influence of the different operating conditions on the basic steering assist torque. The base steering assist torque is corrected based on different correction coefficients to obtain the target steering assist torque, wherein the degree of matching between the target steering assist torque and the different operating conditions is higher than the degree of matching between the base steering assist torque and the different operating conditions.

2. The method according to claim 1, characterized in that, The operating states include different driving modes of the vehicle, and the vehicle speed and steering wheel torque in different driving modes. Determining the basic steering assist torque of the vehicle based on the operating states includes: Based on different driving modes, different mapping tables are determined to obtain different mapping tables, wherein the different mapping tables correspond one-to-one with the different driving modes. The mapping table includes the mapping relationship between the vehicle speed, the steering wheel torque and the basic steering assist torque in the corresponding driving mode. By mapping the vehicle speed and the steering wheel torque in the operating state according to different mapping tables, different basic steering assist torques of the vehicle are obtained.

3. The method according to claim 1, characterized in that, The operating status includes the vehicle's operating conditions and environmental conditions. Based on the operating status, determining the correction coefficients for the vehicle under different operating conditions includes: Based on the calibration table preset in the vehicle, different correction coefficients corresponding to the operating conditions and different correction coefficients corresponding to the environmental conditions are determined respectively. The calibration table includes the mapping relationship between the operating conditions and the different correction coefficients, and the mapping relationship between the environmental conditions and the different correction coefficients.

4. The method according to claim 3, characterized in that, The operating conditions include the tire pressure of both tires on the vehicle. The determination of different correction coefficients corresponding to each operating condition based on a preset calibration table in the vehicle includes: When the vehicle turns along the tire with the lower tire pressure on both sides, the correction coefficient with a first value is determined based on the calibration table; When the vehicle turns along the tire with the higher tire pressure on both sides, a correction coefficient corresponding to the tire pressure is determined based on the calibration table, where the first value is less than the second value.

5. The method according to claim 3, characterized in that, The environmental conditions include the road surface adhesion coefficient, and the method further includes: The operating torque of the vehicle is obtained, wherein the operating torque is used to represent the actual output torque of the vehicle; The target motor speed of the vehicle is determined based on the working torque, and the road adhesion coefficient is mapped according to the calibration table to obtain the correction coefficient corresponding to the road adhesion coefficient. Based on the difference between the vehicle's operating speed and the target motor speed, the correction coefficient corresponding to the road surface adhesion coefficient is adjusted to the target correction coefficient. Here, the operating speed is used to represent the actual angular velocity of the vehicle's motor rotation. The degree of matching between the target correction coefficient and the environmental conditions is higher than the degree of matching between the correction coefficient corresponding to the road surface adhesion coefficient and the environmental conditions before adjustment.

6. The method according to claim 1, characterized in that, The step of correcting the base steering assist torque based on different correction coefficients to obtain the target steering assist torque includes: The target steering assist torque is obtained by fusing different correction coefficients with the base steering assist torque.

7. The method according to claim 1, characterized in that, The method further includes: By using different compensation torques, the target steering assist torque is compensated to obtain the drive assist torque; The drive assist torque is smoothed. The smoothed drive assist torque is output, wherein the impact of the smoothed drive assist torque on the vehicle is less than the impact of the unsmoothed drive assist torque on the vehicle.

8. The method according to any one of claims 1 to 7, characterized in that, The operating state includes the vehicle's operating conditions and environmental conditions. The operating conditions include at least one of the following: vehicle load, vehicle yaw rate, and tire pressure. The environmental conditions include: road longitudinal slope and / or road surface adhesion coefficient.

9. A device for determining the steering assist torque of a vehicle, characterized in that, include: The first acquisition unit is used to acquire the operating status of the vehicle; The second acquisition unit determines the correction coefficients of the vehicle under different operating conditions based on the operating state, thereby obtaining different correction coefficients, and determines the basic steering assist torque of the vehicle based on the operating state. The different correction coefficients correspond one-to-one with the different operating conditions, and the different correction coefficients are used to represent the different degrees of influence of the different operating conditions on the basic steering assist torque. The correction unit is used to correct the base steering assist torque based on different correction coefficients to obtain the target steering assist torque, wherein the degree of matching between the target steering assist torque and the different operating conditions is higher than the degree of matching between the base steering assist torque and the different operating conditions.

10. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running a program, wherein the program, when running, performs the method of any one of claims 1 to 8.

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