Automotive eps system bump steer suppression control method, system, device and medium

Abstract

The application discloses a control method, system, equipment and medium for inhibiting suspension Bumpsteer of an automobile EPS system, and belongs to the technical field of automobile control. The control method for inhibiting suspension Bumpsteer of the automobile EPS system identifies and inhibits unexpected steering caused by suspension geometric changes through a software algorithm. The scheme of the present application changes passive response into active inhibition, effectively isolates the interference of road bumps on the steering wheel, greatly improves the direction stability and safety of high-speed driving, has a small dependence on hardware (even can utilize existing sensors), does not need to redesign the suspension at a high cost, has a high cost performance, can accurately estimate the size and direction of the interference torque through Bumpsteer working condition monitoring, realizes feedforward compensation, and has a rapid and accurate control response. The compensation strategy takes ensuring not to interfere with the intention of the driver as a prerequisite, only performs strong compensation when the driver is unconscious or slightly operates, and realizes a good man-machine co-driving experience.

Description

Technical Field

[0001] This application belongs to the field of automotive control technology, and in particular relates to a control method, system, device and medium for suppressing suspension bumper in an automotive EPS system. Background Technology

[0002] When a vehicle is traveling at high speed, if it encounters continuous bumps, potholes, or joints in the road surface, the wheels will experience severe vertical movement due to the undulations in the road. Since the suspension system is not ideally rigid, the geometric characteristics of its guiding mechanism (such as the control arm and tie rod) will cause the wheels to not only produce vertical displacement when bouncing up and down, but also produce changes in toe / camber angles that are not intended by the driver. This will trigger a steering torque around the kingpin, a phenomenon known as "bumpsteer" or "rollsteer." The bumpsteer effect will cause the steering wheel to feel "pull-in," "float," or "kick," severely interfering with the driver's steering intentions and forcing the driver to frequently correct the direction, greatly increasing the handling burden and safety hazards at high speeds.

[0003] Existing technologies mostly optimize suspension geometry at the hardware level to fundamentally reduce bumpsteer, but this involves complex mechanical adjustments and is costly, and it is difficult to completely eliminate it under all operating conditions. Summary of the Invention

[0004] The purpose of this disclosure is to provide a control method, system, device, and medium for suppressing suspension bumper in an automotive EPS system in order to solve the above-mentioned problems.

[0005] This disclosure achieves the above objectives through the following technical solutions: A control method for suppressing suspension bumper in an automotive EPS system includes real-time acquisition of vehicle operating parameters; Based on the vehicle operating parameters, determine whether the vehicle is in a Bumpsteer suspension steering condition; if so, estimate the disturbance torque of the steering system caused by road bumps based on the pre-calibrated Bumpsteer gradient MAP. Based on the magnitude and direction of the disturbance torque, a compensating torque of equal magnitude but opposite direction is generated; The compensation torque is superimposed on the basic assist torque of the electric power steering (EPS) system to obtain the final target assist torque, and the EPS assist motor is controlled to execute the final target assist torque. The system monitors the compensation control effect in real time and dynamically corrects the final target assist torque. When the vehicle is detected to have left the Bumpsteer operating condition, the compensation function is smoothly turned off, and the EPS system returns to its normal control mode.

[0006] As a further optimization of this disclosure, real-time collection of vehicle operating parameters includes: Vehicle operating parameters are collected in real time via onboard sensors, including suspension displacement sensors, inertial measurement units (IMUs), and EPS torque sensors. The suspension displacement sensors collect vertical suspension displacement signals, the IMUs collect vertical acceleration, lateral acceleration, and yaw rate signals of the vehicle body, and the EPS torque sensors collect steering wheel torque, steering wheel angle, and EPS motor output torque signals. The vehicle operating parameters also include vehicle speed and engine speed signals collected via the vehicle's CAN bus.

[0007] As a further optimization of this disclosure, based on the vehicle operating parameters, determining whether the vehicle is in a suspension bumper steering condition includes: The vehicle's operating parameters are analyzed using either a time-domain threshold method or a frequency-domain analysis method to determine whether the vehicle is in a suspension bumper steering condition.

[0008] As a further optimization of this disclosure, based on a pre-calibrated Bumpsteer gradient MAP, the disturbance torque of the steering system caused by road bumps is estimated, including: The interference torque is estimated by setting up a Bumpsteer interference observer. The Bumpsteer interference observer takes the suspension vertical displacement signal and vehicle speed as input signals and retrieves the pre-calibrated Bumpsteer gradient MAP map to calculate the interference torque. The Bumpsteer gradient MAP map represents the additional steering torque corresponding to the unit suspension displacement at different vehicle speeds.

[0009] A control system for suppressing suspension bumper in an automotive EPS system, comprising: The data acquisition module is used to collect vehicle operating parameters in real time; The driving condition identification module is used to determine whether the vehicle is in a suspension bump steering Bumpsteer condition based on the vehicle operating parameters; if so, it estimates the interference torque of the steering system caused by road bumps based on the pre-calibrated Bumpsteer gradient MAP. The compensation torque generation module is used to generate a compensation torque of equal magnitude and opposite direction based on the magnitude and direction of the interference torque. The torque superposition module is used to superimpose the compensation torque with the basic assist torque of the EPS system to obtain the final target assist torque, and control the EPS assist motor to execute the final target assist torque. The compensation effect monitoring module is used to monitor the compensation control effect in real time and dynamically correct the final target assist torque; when the vehicle is detected to have left the Bumpsteer condition, the compensation function is smoothly turned off and the EPS system's normal control mode is restored.

[0010] As a further optimization of this disclosure, the data acquisition module collects vehicle operating parameters in real time, including: Vehicle operating parameters are collected in real time via onboard sensors, including suspension displacement sensors, inertial measurement units (IMUs), and EPS torque sensors. The suspension displacement sensors collect vertical suspension displacement signals, the IMUs collect vertical acceleration, lateral acceleration, and yaw rate signals of the vehicle body, and the EPS torque sensors collect steering wheel torque, steering wheel angle, and EPS motor output torque signals. The vehicle operating parameters also include vehicle speed and engine speed signals collected via the vehicle's CAN bus.

[0011] As a further optimization of this disclosure, the driving condition identification module determines whether the vehicle is in a suspension bumper steering condition based on the vehicle operating parameters, including: The vehicle's operating parameters are analyzed using either a time-domain threshold method or a frequency-domain analysis method to determine whether the vehicle is in a suspension bumper steering condition.

[0012] As a further optimization of this disclosure, the driving condition identification module estimates the disturbance torque of the steering system caused by road bumps based on a pre-calibrated Bumpsteer gradient MAP, including: The interference torque is estimated by setting up a Bumpsteer interference observer. The Bumpsteer interference observer takes the suspension vertical displacement signal and vehicle speed as input signals and retrieves the pre-calibrated Bumpsteer gradient MAP map to calculate the interference torque. The Bumpsteer gradient MAP map represents the additional steering torque corresponding to the unit suspension displacement at different vehicle speeds.

[0013] An electronic device includes a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; Memory, used to store computer programs; The processor is used to execute the program stored in the memory to implement the control method for suppressing bumper in the automotive EPS system.

[0014] A computer-readable storage medium storing a computer program that, when executed by a processor, implements the control method for suppressing bumper in an automotive EPS system.

[0015] The beneficial effects of this disclosure are as follows: Active intervention enhances safety. By using suspension displacement sensors and inertial measurement units (IMUs) to capture dynamic signals such as vehicle vertical acceleration, suspension bounce, and yaw rate in real time, combined with frequency domain analysis and time domain threshold determination, high-speed bump conditions can be accurately identified in a very short time. Simultaneously, through a pre-calibrated Bumpsteer gradient map and interference observer, the magnitude and direction of the interference torque generated by road bumps are accurately calculated, and a reverse compensation torque is immediately generated. The EPS power assist motor performs the cancellation operation. This process is completed autonomously by the electronic control system without driver intervention, transforming passive response into active suppression. This effectively isolates the interference of road bumps on the steering wheel, greatly improving the directional stability and safety of high-speed driving.

[0016] Low cost: It has little reliance on hardware (and can even utilize existing sensors), and does not require an expensive redesign of the suspension, making it extremely cost-effective.

[0017] Intelligent identification and precise compensation: By monitoring the Bumpsteer's operating conditions in real time, the magnitude and direction of the disturbance torque can be accurately estimated, enabling feedforward compensation and rapid and precise control response.

[0018] Human-machine co-driving with clear rights and responsibilities: The compensation strategy is based on ensuring that it does not interfere with the driver's intentions, and only provides strong compensation when the driver is unconscious or makes slight operations, thus achieving a good human-machine co-driving experience. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a flowchart of a method in an embodiment of this disclosure; Figure 2 This is a system structure block diagram in an embodiment of this disclosure; Figure 3 This is a block diagram of the device structure in an embodiment of this disclosure. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0022] like Figure 1 As shown, a control method for suppressing suspension bumper in an automotive EPS system includes the following steps: S1. Real-time collection of vehicle operating parameters, specifically including: Vehicle operating parameters are collected in real time via onboard sensors, including suspension displacement sensors, inertial measurement units (IMUs), and EPS torque sensors. The suspension displacement sensors collect vertical suspension displacement signals, the IMUs collect signals for vehicle vertical acceleration, lateral acceleration, and yaw rate, and the EPS torque sensors collect signals for steering wheel torque, steering wheel angle, and EPS motor output torque. The vehicle operating parameters also include vehicle speed and engine speed signals collected via the vehicle's CAN bus.

[0023] S2. Based on the vehicle operating parameters, determine whether the vehicle is in a bump-steer suspension condition; if so, estimate the disturbance torque of the steering system caused by road bumps based on the pre-calibrated bump-steer gradient MAP (calibration map / characteristic lookup table), specifically including: Based on vertical acceleration, suspension vertical displacement signals, and wheel speed, frequency domain analysis (such as short-time Fourier transform) or time domain thresholding is used to identify whether the vehicle is operating on a high-frequency bumpy road surface. A Bumpsteer interference observer is built to estimate the interference torque. The input of the observer is the suspension vertical displacement and vehicle speed. Based on the Bumpsteer gradient MAP (i.e., the additional steering torque generated by a unit suspension displacement at different vehicle speeds) calibrated by the whole vehicle, the interference torque acting on the steering system caused by road bumps is estimated.

[0024] S3. Based on the magnitude and direction of the disturbance torque, generate a compensating torque of equal magnitude but opposite direction, specifically including: Based on the estimated magnitude and direction of the disturbance torque, a compensating torque of equal magnitude but opposite direction is generated.

[0025] S4. Superimpose the compensation torque with the basic assist torque of the EPS system to obtain the final target assist torque, and control the EPS assist motor to execute the final target assist torque, specifically including: The generated compensation torque is superimposed on the original basic assist torque of the EPS system to obtain the final target assist torque, which is then used to instruct the EPS motor to execute.

[0026] S5. Real-time monitoring of compensation control effect, dynamically correcting the final target assist torque; when the vehicle is detected to have left the Bumpsteer condition, smoothly deactivating the compensation function and restoring the EPS system to its normal control mode, specifically including: The compensation effect is continuously monitored. The control performance is evaluated by comparing the torque fluctuation and yaw rate stability of the steering wheel before and after compensation. The observer parameters are fine-tuned. When it is determined that the vehicle has left the bumpy road surface, the control mode is smoothly exited to avoid secondary interference.

[0027] The present disclosure is illustrated through the following specific embodiments: When the vehicle entered a section of broken asphalt road at a speed of 100 km / h, the IMU detected a high-frequency, high-amplitude vertical acceleration, while the suspension displacement sensor showed that the left and right front wheels were alternately and violently bouncing.

[0028] The system is immediately identified as operating under high-speed, bumpy conditions, and the Bumpsteer compensation function is activated.

[0029] Based on the current vehicle speed and the real-time calculated difference in left and right suspension displacement, the MAP map pre-calibrated in memory is queried to estimate the oscillation interference torque with the same amplitude frequency as the bump frequency.

[0030] Then, a compensating torque is generated in the opposite direction. This compensating torque is superimposed on the basic assist torque calculated based on the driver's hand force to form the final target torque, which is then sent to the EPS motor for execution.

[0031] Although the wheels generate a torque that tries to pull the steering wheel due to bumps, the opposing torque actively applied by the motor largely cancels it out. The driver feels that the steering wheel becomes "stable" and "reliable," without having to "fight" against frequent abnormal vibrations of the steering wheel, and the vehicle's trajectory remains stable.

[0032] Once the vehicle leaves the section of road, the system will automatically exit the compensation mode and return to normal power assist mode.

[0033] The technical solution of this embodiment has the following beneficial effects: Driving safety is a core indicator of automobile design and development, and the Bumpsteer effect is a significant hidden danger affecting vehicle driving safety on highways. This disclosure addresses the source of the risk by proactively counteracting abnormal steering interference caused by road bumps, thereby comprehensively enhancing vehicle safety performance.

[0034] At high speeds, the higher the vehicle speed, the more sensitive the steering system becomes to road bumps, amplifying even minor additional steering torque and drastically exacerbating steering wheel vibration and veering. Traditional EPS control strategies calculate assist torque solely based on the driver's input torque and the base vehicle speed signal, failing to distinguish between the driver's active steering intentions and the passive interference torque generated by the bumpsteer. In fact, they may even amplify the assist effect on the interference torque, further amplifying abnormal steering wheel movements. To maintain a straight trajectory, the driver needs to make continuous, small corrections to the steering wheel. Prolonged, high-intensity operation can cause significant driver stress and hand fatigue. If not handled promptly, this can easily lead to dangerous situations such as lane departure, lane crossing, or skidding. In high-traffic environments like highways and expressways, this can even trigger chain-reaction accidents.

[0035] This disclosure employs a control logic combining active perception and feedforward compensation, differing from the traditional EPS's passive response to driver input, to achieve proactive suppression of bumper interference. The system uses suspension displacement sensors and an inertial measurement unit (IMU) to capture dynamic signals such as vehicle vertical acceleration, suspension bounce, and yaw rate in real time. Combined with frequency domain analysis and time domain threshold determination, it can accurately identify high-speed bump conditions in a very short time. Simultaneously, using a pre-calibrated bumper gradient map and an interference observer, it accurately calculates the magnitude and direction of the interference torque generated by road bumps and immediately generates a counter-compensation torque, which is then executed by the EPS power assist motor to cancel it out. This process is entirely autonomously completed by the electronic control system without driver intervention, physically blocking the transmission of bump torque to the steering wheel, effectively solving problems such as steering wheel kickback, veering, and instability.

[0036] On the one hand, the vehicle's trajectory remains highly stable, significantly reducing the risk of unintentional deviation or lane departure, and enhancing its anti-interference capability for high-speed straight driving. On the other hand, the driver does not need to continuously counteract abnormal steering wheel disturbances, resulting in a significant reduction in mental stress and operational load, effectively preventing safety accidents caused by driver fatigue and delayed reaction. Simultaneously, this control strategy only compensates for unexpected steering torque from the road surface and does not interfere with the driver's active steering operations. In active driving behaviors such as obstacle avoidance, lane changing, and overtaking, the steering system can still accurately respond to the driver's intentions, achieving "full suppression of interference and no operational interference," thus building dual safety guarantees in complex high-speed road conditions. For long-distance passenger and freight vehicles, as well as family passenger cars, this function can ensure long-term driving safety, especially suitable for high-frequency and dangerous road conditions such as bumpy mountain roads, old and damaged road surfaces, and highway expansion joint sections, improving the vehicle's road adaptability and safety redundancy across all scenarios.

[0037] Vehicle handling stability evaluation covers multiple dimensions such as steering response consistency, vehicle posture stability, and resistance to external interference. The Bumpsteer effect directly disrupts the dynamic matching relationship between the steering system and the chassis suspension, leading to a deterioration in vehicle handling quality. This disclosure comprehensively optimizes the overall vehicle handling stability and improves the overall dynamic performance of the chassis through software collaborative control.

[0038] From the perspective of the steering system's working logic, under normal operating conditions, the EPS (Electric Power Steering) curve is precisely calibrated, and the steering torque, assist magnitude, and steering angle response form a fixed matching relationship, allowing the driver to develop a stable driving feel. When bumpsteer occurs, the steering system's input torque becomes disordered, the assist output deviates from the calibrated curve, the steering feel becomes inconsistent, the response is delayed and irregular, making it difficult for the driver to predict the vehicle's steering actions, increasing steering "play," worsening directional accuracy, and significantly reducing the overall vehicle handling precision. When driving on continuously bumpy roads, the alternating bouncing of the left and right wheels generates alternating disturbance torques, which in turn causes the vehicle to yaw left and right, resulting in unstable body posture and a decrease in the overall dynamic coordination of the chassis.

[0039] This disclosure utilizes multi-source sensor fusion sensing technology to achieve real-time acquisition of dynamic data across the suspension, body, and steering system. Combined with frequency domain analysis techniques such as short-time Fourier transform, it accurately identifies the frequency and amplitude characteristics of bumpy conditions, ensuring the accuracy and real-time nature of condition identification. Based on the Bumpsteer gradient map generated from full-vehicle calibration, the interference observer can accurately calculate the interference torque according to different vehicle speeds and suspension bounces. The torque estimation accuracy is high, and the dynamic tracking performance is strong. The compensation torque and interference torque can be offset in real time, ensuring that the steering system input torque remains within the calibration range.

[0040] In terms of steering feel, after the compensation function intervenes, the fluctuation of steering wheel torque is significantly reduced, the steering assist output is smooth and linear, and the steering responsiveness and follow-through return to standard. Regardless of changes in road surface roughness, the driver can obtain a consistent and stable steering feel, and the dynamic consistency of the steering system is significantly improved. In terms of vehicle posture control, the additional steering torque caused by abnormal changes in wheel toe angle and camber angle is offset, the fluctuation of vehicle yaw rate and lateral acceleration is significantly reduced, the vehicle posture is more stable, the coordination between the chassis suspension and steering system is smoother, and the vehicle's ability to resist external road disturbances is significantly enhanced.

[0041] Meanwhile, this disclosure incorporates an adaptive learning mechanism. The system continuously collects data such as steering wheel torque and yaw rate before and after compensation, dynamically evaluates the compensation effect, and fine-tunes the interference observer parameters. This allows the control algorithm to adapt to suspensions with different wear conditions, tire conditions, and changes in vehicle characteristics after long-term use, preventing control performance degradation as the vehicle ages. Compared to the limitations of traditional hardware optimization schemes, which can only adapt to the calibration state of new vehicles, this software control method possesses long-term adaptive optimization capabilities, effectively ensuring handling stability throughout the vehicle's entire lifecycle. Furthermore, this control logic is deeply integrated with the original EPS power steering module, with rigorous torque superposition logic, preventing issues such as sudden power steering changes or steering jerking. The steering system exhibits smooth dynamic transitions, further optimizing the overall vehicle handling feel.

[0042] Driving comfort is one of the core competitive advantages of modern automobiles. Problems such as steering wheel vibration, body shaking, and driving instability directly affect the driving and passenger experience. The Bumpsteer effect is the core factor causing a decrease in comfort under bumpy road conditions. This invention comprehensively improves the driving environment from aspects such as vibration suppression, body feel optimization, and ride stability.

[0043] For drivers, the steering wheel is the most frequently touched component during driving. The high-frequency vibrations and impactful "hand-thumping" caused by the bumper are directly transmitted to the hands, causing numbness and soreness in the hands in a short time, and muscle strain in the arms and shoulders during prolonged driving. At the same time, the continuous steering wheel disturbance can lead to psychological irritability and distraction, greatly reducing the driving experience. For passengers, the slight swaying and body roll caused by the bumper will increase the swaying of the vehicle, causing passengers to sway from side to side. This not only worsens the riding experience, but also easily causes motion sickness and discomfort when the vehicle shakes violently, especially for the elderly, children, and people with sensitive constitutions.

[0044] This invention suppresses the transmission of vibration and impact in the steering system at its source through active torque compensation. The steering interference torque caused by road bumps is completely offset by the reverse compensation torque, effectively eliminating high-frequency steering wheel vibration and hand-thrust phenomena. The driver's hands no longer bear additional vibration and impact, significantly reducing the muscle load on the hands and shoulders. Even after long-distance driving, there will be no muscle soreness or numbness, resulting in a qualitative improvement in driving comfort. The vehicle's trajectory is stable, the body yaw is reduced, and the overall swaying of the cabin is significantly reduced. The swaying of the seats, interior, and passengers is simultaneously reduced, greatly optimizing the quietness and stability of the cabin and effectively alleviating motion sickness. Whether for short-distance city travel or long-distance highway driving, a good riding experience can be maintained.

[0045] Unlike traditional methods that rely on hardware-based vibration reduction such as increasing steering system damping or adding shock-absorbing components (which sacrifice steering agility and increase mechanical wear), this invention employs pure software algorithms to suppress vibrations without altering the steering system's mechanical structure. It achieves enhanced comfort while maintaining steering agility and responsiveness. Furthermore, the system features a smooth exit mechanism. As the vehicle leaves bumpy surfaces, the compensation function gradually deactivates, smoothly transitioning the power assist torque to its normal state. This avoids sudden torque changes or abrupt shifts in feel, preventing new discomfort caused by function switching and ensuring a consistent and natural driving experience throughout. This function is effective in all weather conditions, including damaged urban roads and national and rural highways, allowing the vehicle to balance handling and comfort on various complex road surfaces, comprehensively improving the overall driving and riding quality.

[0046] Traditional solutions to the Bumpsteer problem primarily rely on hardware optimization, involving multiple steps such as suspension structure redesign, component mold making, repeated mechanical parameter adjustments, and production line modifications. This results in high R&D, production, and modification costs. This disclosure achieves functional upgrades based on the existing hardware system, possessing significant cost advantages and mass production potential.

[0047] In the R&D phase, traditional hardware optimization solutions require chassis engineers to perform repeated simulation calculations and real-vehicle adjustments on suspension control arms, steering tie rods, articulation point positions, and suspension geometry parameters. Suspension geometry parameters are strongly correlated with overall vehicle handling, comfort, and load-bearing capacity; adjusting a single parameter can trigger a chain reaction, often requiring hundreds of rounds of real-vehicle testing, road calibration, and reliability verification. The R&D cycle can last for months or even years, with huge investments in R&D manpower, facilities, test vehicles, and testing equipment. At the same time, hardware optimization has limitations in operating conditions; a single suspension geometry solution cannot adapt to all vehicle models and all road conditions. Different platform models need to be redesigned separately, increasing the R&D workload exponentially.

[0048] This disclosure pertains to software algorithm innovation, achieving functionality entirely based on the vehicle's existing hardware architecture. Standard equipment in vehicles, such as suspension displacement sensors, IMU inertial measurement units, EPS torque sensors, and the vehicle's CAN bus, are all standard features in current mainstream models. No additional sensors, actuators, or mechanical parts are required, nor are structural modifications, mold creation, or component replacements necessary for the chassis, suspension, or steering mechanism. The development phase only requires algorithm writing, control logic simulation, real-vehicle MAP calibration, and functional verification. Compared to hardware modifications, the development cycle is significantly shortened, and the costs of development manpower, testing, and materials are substantially reduced. For automakers, this algorithm can be quickly ported to different models on the same platform, enabling one-time development and reuse across multiple models, further reducing development costs and improving efficiency.

[0049] In the production and mass production stages, traditional hardware modifications require adjustments to component production lines, tooling fixtures, and assembly processes, impacting the existing production system and increasing both production line modification and production management costs. Furthermore, the procurement, warehousing, and logistics of new components incur additional expenses. This disclosure only requires flashing the compiled software module into the EPS electronic control unit (ECU). No adjustments to mechanical assembly processes or production line equipment are needed in the production stage, resulting in zero difficulty in mass production and no increase in per-vehicle material costs or production time. For already marketed models, automakers can also add this function to existing vehicles via OTA remote upgrades or offline ECU flashing, eliminating the need for vehicle recalls for hardware modifications. After-sales modification costs are negligible, and the product competitiveness of existing models can be rapidly enhanced.

[0050] Throughout the vehicle's lifecycle, hardware optimization solutions can increase the probability of component failures and later maintenance costs due to the increased complexity of the suspension structure. In contrast, this software control solution does not alter the mechanical structure and does not introduce new points of failure in the chassis or steering system, maintaining the original level of vehicle maintenance and repair costs. Overall, this disclosure achieves bumpsteer suppression with minimal investment, offering significantly better cost-effectiveness than traditional hardware solutions. It is suitable for both the forward development of new models and the iterative upgrades of existing models, helping automakers enhance product features and strengthen market competitiveness while controlling costs.

[0051] This disclosure fully considers system compatibility, working condition adaptability and functional scalability during the design phase. It can be seamlessly integrated with existing EPS systems and vehicle electronic control architectures. At the same time, it is compatible with all vehicle speeds, all road conditions and multiple vehicle platforms, and has strong versatility and expansion potential.

[0052] Firstly, there's the issue of compatibility with the electronic control system. The software functional modules disclosed herein are directly integrated into the existing EPS electronic control unit, operating in modular sections with the original EPS basic power assist module, active self-centering module, damping control module, and other existing functional modules. Torque superposition and logic switching have undergone rigorous simulation and real-vehicle verification, ensuring no logical conflicts or signal interference with the original control strategy. The system relies on the vehicle's standard CAN bus for signal interaction, and the communication protocol and data format fully comply with industry-standard norms, making it compatible with EPS systems and vehicle electronic control networks of different brands and architectures. Whether it's an EPS system upgraded from hydraulic power assist, a basic EPS, or an intelligent EPS equipped with advanced driver assistance functions such as lane keeping and active steering, this control algorithm can be seamlessly embedded, with compatibility unaffected by the original system's functionality.

[0053] Secondly, it boasts comprehensive adaptability across all driving conditions. This solution identifies driving conditions based on multi-dimensional signals such as vehicle speed, suspension displacement, and vehicle acceleration. It can distinguish between various complex road conditions, including low-speed bumps, high-speed bumps, continuous potholes, road joints, and single-side wheel bumps, with recognition accuracy unaffected by speed range. At low speeds, the compensation torque intervenes gently to ensure easy steering; at high speeds, the compensation force dynamically increases, enhancing anti-interference capabilities and providing stable suppression across the entire speed range. Furthermore, the algorithm's built-in Bumpsteer gradient map can be individually calibrated according to the suspension characteristics and steering geometry parameters of different vehicle models, making it adaptable to various vehicle types such as sedans, SUVs, MPVs, and light commercial vehicles, covering a wide range of vehicle types.

[0054] Furthermore, there is the potential for functional expansion. Current automotive electronic control systems are developing towards multi-domain integration, with chassis electronic control, intelligent driving, and body electronic control gradually achieving data interoperability. The perception data used in this disclosure, such as suspension status, vehicle posture, and steering torque, can be synchronously shared with the vehicle stability system and advanced driver assistance systems (ADAS). Conversely, information from ADAS systems such as road surface prediction and lane recognition can provide forward references for the operational condition recognition in this disclosure, further improving the predictive capability and response speed of Bumpsteer recognition. Based on this, derivative functions such as road surface recognition, chassis vibration monitoring, and suspension fault diagnosis can be extended from this algorithm framework, enabling a single algorithm module to drive upgrades to multiple chassis functions, reserving ample technical space for subsequent intelligent iterations of the entire vehicle.

[0055] Furthermore, the system's adaptive learning and smooth exit mechanisms ensure operational stability under extreme conditions and during transitions between operating conditions. On continuously bumpy roads, the algorithm can dynamically adjust compensation parameters to avoid control saturation. When switching between bumpy and smooth roads, the function starts and stops gradually without abrupt changes, significantly improving system stability and robustness. This meets the stringent reliability testing requirements for passenger vehicles and fully complies with mass production standards.

[0056] One of the core requirements of intelligent chassis control technology is to ensure that the human-machine co-driving logic is reasonable and the division of rights and responsibilities is clear, so as to avoid excessive intervention of the electronic control system in the driver's operation. This disclosure strictly distinguishes between "driver's active operation" and "passive road interference" in the control logic design, builds a harmonious human-machine collaborative relationship, and further optimizes the driving interaction experience.

[0057] Traditional active steering control strategies suffer from over-intervention, easily leading to situations where the electronic control system and the driver "compete for steering," disrupting the driver's operating rhythm and causing a feeling of loss of control. In contrast, the core control objective of this disclosure is solely to counteract unexpected disturbance torques caused by road bumps. The control logic has clearly defined priorities: the driver's active steering intention is always the highest priority; the system only initiates high-intensity compensation when it detects no active steering input or only minor adjustments by the driver. When the sensors detect significant steering wheel rotation and the application of substantial steering torque by the driver, the system automatically weakens the compensation intensity, prioritizing the response to the driver's control commands.

[0058] This design ensures clear human-machine responsibilities: abnormal disturbances from the road surface are actively handled by the EPS software system, without requiring the driver to pay attention; the driver's steering decisions and driving intentions are entirely driven by the driver, and the electronic control system never intervenes without authorization. During driving, the driver can experience the advantages of a stable and vibration-free steering wheel, while maintaining complete control over the vehicle's steering actions, without feeling any discomfort from system intervention or a loss of control, thus simultaneously enhancing driving confidence and the driving experience.

[0059] For novice drivers, the steering wheel vibration and veering caused by bumpsteer can easily lead to psychological tension and even operational errors. This system eliminates road interference, reduces driving difficulty, and lowers the barrier to entry for novice drivers. For professional and experienced drivers, the stable steering feel and pure handling feedback maximize the preservation of the vehicle's original handling quality, balancing intelligence and driving pleasure. Furthermore, the system has no additional manual operation buttons or switches; functions are activated and deactivated automatically. Drivers do not need to learn new operating logic, making it extremely convenient to use and truly achieving "seamless intelligence," allowing intelligent control functions to serve driving rather than increase driving burden.

[0060] In summary, this disclosure abandons the traditional hardware-based approach to optimizing the Bumpsteer problem. Instead, it focuses on software algorithms and leverages existing onboard sensors and electronic control systems to construct an EPS collaborative control method that integrates multi-source perception, operating condition recognition, torque compensation, and adaptive optimization. Technically, this solution achieves proactive, precise, and real-time suppression of bump-steer effects, comprehensively improving vehicle high-speed driving safety, chassis handling stability, and overall ride comfort. Economically, thanks to its pure software upgrade capability, it significantly reduces R&D, production, and modification costs for automakers, shortens project implementation cycles, and possesses high mass production and market promotion value. In terms of application, the system boasts strong compatibility, a wide range of operating condition adaptability, and reasonable human-machine collaboration logic, making it suitable for all types of vehicle models and various complex road conditions. It also reserves expansion space for intelligent vehicle chassis and multi-domain electronic control integration.

[0061] Compared to existing traditional technologies, this invention breaks through the inherent bottleneck of hardware optimization, and solves the long-standing Bumpsteer technical problem in the industry with a low-cost, high-efficiency, and easy-to-implement technical solution. It not only meets the diversified needs of consumers for automotive safety, comfort, and handling, but also conforms to the development trend of software-based and intelligent automotive electronic control technology. It can bring significant product differentiation advantages and market economic benefits to car companies, and has broad application prospects and industry promotion value.

[0062] like Figure 2 As shown, embodiments of this disclosure provide a control system for suppressing suspension bumper in an automotive EPS system, comprising: The data acquisition module is used to collect vehicle operating parameters in real time; The driving condition identification module is used to determine whether the vehicle is in a suspension bump steering Bumpsteer condition based on the vehicle operating parameters; if so, it estimates the interference torque of the steering system caused by road bumps based on the pre-calibrated Bumpsteer gradient MAP. The compensation torque generation module is used to generate a compensation torque of equal magnitude and opposite direction based on the magnitude and direction of the interference torque. The torque superposition module is used to superimpose the compensation torque with the basic assist torque of the EPS system to obtain the final target assist torque, and control the EPS assist motor to execute the final target assist torque. The compensation effect monitoring module is used to monitor the compensation control effect in real time and dynamically correct the final target assist torque; when the vehicle is detected to have left the Bumpsteer condition, the compensation function is smoothly turned off and the EPS system's normal control mode is restored.

[0063] The implementation process of the functions and roles of each module in the above system is detailed in the implementation process of the corresponding steps in the above method, and will not be repeated here.

[0064] For the system embodiments, since they basically correspond to the method embodiments, the relevant parts can be referred to in the description of the method embodiments. The system embodiments described above are merely illustrative. The modules described as separate components may or may not be physically separate, and the components shown as modules may or may not be physical modules, that is, they may be located in one place or distributed across multiple network modules. Some or all of the modules can be selected to achieve the purpose of this disclosure according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0065] In the above embodiments, any number of modules can be combined into one module, or any one module can be split into multiple modules. Alternatively, at least some of the functionality of one or more of these modules can be combined with at least some of the functionality of other modules and implemented in one module. At least one of all modules can be at least partially implemented as hardware circuitry, such as a Field Programmable Gate Array (FPGA), a Programmable Logic Array (PLA), a System-on-Chip, a System-on-Substrate, a System-on-Package, an Application-Specific Integrated Circuit (ASIC), or any other reasonable means of integrating or packaging circuitry, or implemented in software, hardware, or firmware, or in any suitable combination of any of these three implementation methods. Alternatively, at least one of all modules can be at least partially implemented as a computer program module, which, when run, can perform corresponding functions.

[0066] See Figure 3 The electronic device provided in the embodiments of this disclosure includes a processor 1110, a communication interface 1120, a memory 1130 and a communication bus 1140, wherein the processor 1110, the communication interface 1120 and the memory 1130 communicate with each other through the communication bus 1140. Memory 1130 is used to store computer programs; When processor 1110 executes the program stored in memory 1130, it implements a control method for suppressing suspension bumper in an automotive EPS system, including the following steps: Real-time collection of vehicle operating parameters; Based on the vehicle operating parameters, determine whether the vehicle is in a Bumpsteer suspension steering condition; if so, estimate the disturbance torque of the steering system caused by road bumps based on the pre-calibrated Bumpsteer gradient MAP. Based on the magnitude and direction of the disturbance torque, a compensating torque of equal magnitude but opposite direction is generated; The compensation torque is superimposed with the basic assist torque of the EPS system to obtain the final target assist torque, and the EPS assist motor is controlled to execute the final target assist torque. The system monitors the compensation control effect in real time and dynamically corrects the final target assist torque. When the vehicle is detected to have left the Bumpsteer operating condition, the compensation function is smoothly turned off, and the EPS system returns to its normal control mode.

[0067] The aforementioned communication bus 1140 can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus 1140 can be divided into an address bus, a data bus, a control bus, etc. For ease of illustration, it is represented by only one thick line in the figure, but this does not indicate that there is only one bus or one type of bus.

[0068] The communication interface 1120 is used for communication between the above-mentioned electronic device and other devices.

[0069] The memory 1130 may include random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Optionally, the memory 1130 may also be at least one storage device located remotely from the aforementioned processor 1110.

[0070] The processor 1110 mentioned above can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0071] Embodiments of this disclosure also provide a computer-readable storage medium. The computer-readable storage medium stores a computer program that, when executed by a processor, implements the control method for suppressing bumper in an automotive EPS system as described above.

[0072] The computer-readable storage medium may be included in the device / apparatus described in the above embodiments; or it may exist independently and not assembled into the device / apparatus. The computer-readable storage medium carries one or more programs that, when executed, implement the control method for suppressing bumper in an automotive EPS system according to embodiments of this disclosure.

[0073] According to embodiments of this disclosure, the computer-readable storage medium can be a non-volatile computer-readable storage medium, such as including, but not limited to: portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this disclosure, the computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0074] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0075] The above description is merely a specific embodiment of this disclosure, enabling those skilled in the art to understand or implement it. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this disclosure. Therefore, this disclosure is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A control method for suppressing suspension bumper in an automotive EPS system, characterized in that, Includes the following steps: Real-time collection of vehicle operating parameters; Based on the vehicle operating parameters, determine whether the vehicle is in a suspension bump steering condition. If so, estimate the disturbance torque of the steering system caused by road bumps based on the pre-calibrated Bumpsteer gradient MAP. Based on the magnitude and direction of the disturbance torque, a compensating torque of equal magnitude but opposite direction is generated; The compensation torque is superimposed on the basic assist torque of the electric power steering (EPS) system to obtain the final target assist torque, and the EPS assist motor is controlled to execute the final target assist torque. Real-time monitoring of the compensation control effect, and dynamic correction of the final target assist torque; When the vehicle is detected to have left the Bumpsteer operating condition, the compensation function is smoothly turned off, and the EPS system returns to its normal control mode.

2. The control method for suppressing suspension bumper in an automotive EPS system according to claim 1, characterized in that, Real-time vehicle operating parameters collected include: Vehicle operating parameters are collected in real time via onboard sensors, including suspension displacement sensors, inertial measurement units (IMUs), and EPS torque sensors. The suspension displacement sensors collect vertical suspension displacement signals, the IMUs collect vertical acceleration, lateral acceleration, and yaw rate signals of the vehicle body, and the EPS torque sensors collect steering wheel torque, steering wheel angle, and EPS motor output torque signals. The vehicle operating parameters also include vehicle speed and engine speed signals collected via the vehicle's CAN bus.

3. The control method for suppressing suspension bumper in an automotive EPS system according to claim 1, characterized in that, Based on the vehicle operating parameters, determine whether the vehicle is in a suspension bumper steering condition, including: The vehicle's operating parameters are analyzed to determine whether the vehicle is in a suspension bump steering condition.

4. The control method for suppressing suspension bumper in an automotive EPS system according to claim 1, characterized in that, Based on the pre-calibrated Bumpsteer gradient MAP, estimate the disturbance torque of the steering system caused by road bumps, including: The interference torque is estimated by setting up a Bumpsteer interference observer. The Bumpsteer interference observer takes the suspension vertical displacement signal and vehicle speed as input signals and retrieves the pre-calibrated Bumpsteer gradient MAP map to calculate the interference torque. The Bumpsteer gradient MAP map represents the additional steering torque corresponding to the unit suspension displacement at different vehicle speeds.

5. A control system for suppressing suspension bumper in an automotive EPS system, characterized in that, include: The data acquisition module is used to collect vehicle operating parameters in real time; The driving condition identification module is used to determine whether the vehicle is in a suspension bumper steering condition based on the vehicle operating parameters. If so, estimate the disturbance torque of the steering system caused by road bumps based on the pre-calibrated Bumpsteer gradient MAP. The compensation torque generation module is used to generate a compensation torque of equal magnitude and opposite direction based on the magnitude and direction of the interference torque. The torque superposition module is used to superimpose the compensation torque with the basic assist torque of the EPS system to obtain the final target assist torque, and control the EPS assist motor to execute the final target assist torque. The compensation effect monitoring module is used to monitor the compensation control effect in real time and dynamically correct the final target assist torque; when the vehicle is detected to have left the Bumpsteer condition, the compensation function is smoothly turned off and the EPS system's normal control mode is restored.

6. A control system for suppressing suspension bumper in an automotive EPS system according to claim 5, characterized in that, The data acquisition module collects vehicle operating parameters in real time, including: Vehicle operating parameters are collected in real time via onboard sensors, including suspension displacement sensors, inertial measurement units (IMUs), and EPS torque sensors. The suspension displacement sensors collect vertical suspension displacement signals, the IMUs collect vertical acceleration, lateral acceleration, and yaw rate signals of the vehicle body, and the EPS torque sensors collect steering wheel torque, steering wheel angle, and EPS motor output torque signals. The vehicle operating parameters also include vehicle speed and engine speed signals collected via the vehicle's CAN bus.

7. A control system for suppressing suspension bumper in an automotive EPS system according to claim 5, characterized in that, The driving condition identification module determines whether the vehicle is in a suspension bumper steering condition based on the vehicle's operating parameters, including: The vehicle's operating parameters are analyzed using either a time-domain threshold method or a frequency-domain analysis method to determine whether the vehicle is in a suspension bumper steering condition.

8. A control system for suppressing suspension bumper in an automotive EPS system according to claim 5, characterized in that, The driving condition identification module estimates the disturbance torque of the steering system caused by road bumps based on a pre-calibrated Bumpsteer gradient MAP, including: The interference torque is estimated by setting up a Bumpsteer interference observer. The Bumpsteer interference observer takes the suspension vertical displacement signal and vehicle speed as input signals and retrieves the pre-calibrated Bumpsteer gradient MAP map to calculate the interference torque. The Bumpsteer gradient MAP map represents the additional steering torque corresponding to the unit suspension displacement at different vehicle speeds.

9. An electronic device, characterized in that, It includes a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; Memory, used to store computer programs; A processor is configured to execute a program stored in a memory to implement the control method for suppressing bumper in an automotive EPS system as described in any one of claims 1-4.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the control method for suppressing bumper in the automotive EPS system according to any one of claims 1-4.

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