Steering torque compensation arbitration control method, storage medium, electronic device and vehicle

Abstract

The application provides a steering torque compensation arbitration control method, a storage medium, an electronic device and a vehicle, and belongs to the technical field of intelligent control of new energy vehicle chassis. The method comprises the following steps: acquiring torque signals of left and right wheel driving motors to determine a left and right wheel torque difference, and determining a control mode according to a threshold interval in which the left and right wheel torque difference is located; acquiring initial compensation amounts of a steering system, a braking system and a driving system under different control modes; optimizing the initial compensation amounts through a model predictive controller to obtain optimized values; determining execution instructions according to the optimized values; determining response priorities of the three systems, and outputting each execution instruction according to the response priorities. The application perceives torque asymmetric disturbance from a driving source end, performs rolling optimization on the initial compensation amounts through the model predictive controller, realizes dynamic prediction and advance compensation, and solves the problem of lagging prediction of disturbance amount; and through multi-system priority arbitration, multi-objective coordinated optimization is realized.

Description

Technical Field

[0001] This application relates to the field of intelligent control technology for new energy vehicle chassis, specifically to a steering torque compensation arbitration control method, a storage medium, electronic equipment, and a vehicle. Background Technology

[0002] Currently, domain-controlled cross-system collaborative torque steering compensation technology has evolved towards multi-degree-of-freedom fusion control. Existing solutions fall into two categories: one compensates for steering torque discrepancies with the target torque by utilizing braking torque and controlling wheel speed differences in a closed loop; however, its disturbance originates from the steering outcome and only involves the coordination of the steering and braking systems, constituting a single control mode lacking predictive algorithms and collaborative arbitration mechanisms; the other determines the steering motor compensation current based on the power unit's state during acceleration, but this is event-triggered and only involves the steering system. Neither of these solutions addresses the technical issues of lag in disturbance prediction and the lack of cross-system collaborative arbitration mechanisms. Summary of the Invention

[0003] The technical problem to be solved by this application is that existing torque steering compensation technology has problems such as lag in disturbance prediction and lack of cross-system collaborative arbitration mechanism, and thus provides a steering torque compensation arbitration control method, storage medium, electronic equipment and vehicle.

[0004] Firstly, this application provides a steering torque compensation arbitration control method, including: The torque signals of the left and right wheel drive motors are acquired, the torque difference between the left and right wheels is determined based on the torque signals, and the control mode is determined based on the threshold range in which the torque difference between the left and right wheels is located. Obtain the initial compensation values ​​of the steering system, braking system, and drive system under different control modes; The initial compensation amount is optimized by a model predictive controller to obtain optimized values ​​for each initial compensation amount; The execution commands for the steering system, the braking system, and the drive system are determined based on the optimized values. The response priorities of the steering system, the braking system, and the drive system are determined, and each execution command is output according to the response priorities.

[0005] The steering torque compensation arbitration control method described in some solutions, which involves acquiring the torque signals of the left and right wheel drive motors and determining the torque difference between the left and right wheels based on the torque signals, includes: Acquire torque sensor signal; When the torque sensor signal is normal, the torque sensor signals of the left and right wheel drive motors are collected, and the torque difference between the left and right wheels is determined based on the collected torque signals. When the torque sensor signal is lost, the torque of the left and right wheel drive motors is estimated based on the motor current and speed, and the torque difference between the left and right wheels is determined based on the estimation results.

[0006] Some solutions describe a steering torque compensation arbitration control method that, after acquiring the torque signals of the left and right wheel drive motors, further includes: The torque difference between the left and right wheels is calibrated and corrected using the following formula: ; , The torques of the left and right wheel drive motors are respectively. This is the correction factor for the actual vehicle calibration.

[0007] Some solutions describe a steering torque compensation arbitration control method that determines the control mode based on the threshold range of the torque difference between the left and right wheels, including: If the torque difference between the left and right wheels is less than the first threshold, the system is determined to be in the basic mode. If the second threshold is less than or equal to the torque difference between the left and right wheels and less than the third threshold, it is determined to be a cooperative mode; if the second threshold is greater than the first threshold. If the torque difference between the left and right wheels is greater than or equal to the third threshold and the duration reaches the preset duration, it is determined to be in emergency mode.

[0008] In some solutions, the steering torque compensation arbitration control method, in the basic mode, involves obtaining the initial compensation amounts for the steering system, braking system, and drive system under different control modes: The front wheel compensation angle is determined by the following formula: ; in, The total compensation torque of the front wheels in the basic mode; This is the torque-angle conversion factor; This is a correction factor for the road surface adhesion coefficient. This is the transmission ratio adaptation coefficient; User-adjustable gain; The rear wheel auxiliary steering angle is determined by the following formula: ; in, The base mode rear wheel steering angle is the original value, k is the vehicle speed attenuation coefficient, and V is the current vehicle speed.

[0009] In some of the proposed steering torque compensation arbitration control methods, the electromechanical braking torque is zero. The driving shunt torque is determined by the following formula: ; Where 'a' is the preset flow splitting coefficient, and ΔM is the torque difference between the left and right wheels. , These are the slip ratios of the left and right wheels, respectively.

[0010] In some solutions, the steering torque compensation arbitration control method, in the cooperative mode, involves obtaining the initial compensation amounts of the steering system, braking system, and drive system under different control modes: The electromechanical braking torque is determined by the following formula: ; in, The two-dimensional Gaussian regression calibration coefficients are given, and ΔM is the torque difference between the left and right wheels. This is the transmission ratio adaptation coefficient.

[0011] In some solutions, the steering torque compensation arbitration control method determines the front wheel compensation angle using the following formula: ; in, This is the original value of the front wheel compensation steering angle in cooperative mode. User-adjustable gain, Where 'b' is the steering wheel angle and 'b' is the preset gain coefficient; The rear wheel auxiliary steering angle is determined by the following formula: ; Where ΔM is the torque difference between the left and right wheels, c is the preset angle conversion coefficient, k is the vehicle speed attenuation coefficient, and V is the current vehicle speed. This is the transmission ratio adaptation coefficient.

[0012] In some solutions, the steering torque compensation arbitration control method determines the drive split torque using the following formula: ; Where d is the preset flow splitting coefficient, and ΔM is the torque difference between the left and right wheels. , These are the slip ratios of the left and right wheels, respectively.

[0013] In some solutions, the steering torque compensation arbitration control method, in the emergency mode, involves obtaining the initial compensation amounts of the steering system, braking system, and drive system under different control modes: The electromechanical braking torque is determined by the following formula: ; in, The two-dimensional Gaussian regression calibration coefficients are given, and ΔM is the torque difference between the left and right wheels. This is the transmission ratio adaptation coefficient;Temb _ max This is the upper limit of the electromechanical braking torque; The driving shunt torque is determined by the following formula: ; Where g is the preset depth diversion coefficient.

[0014] In some solutions, the steering torque compensation arbitration control method, in the emergency mode: The front wheel compensation angle is determined by the following formula: ; in, This is the original value for the front wheel compensation steering angle in emergency mode. To increase the rear wheel's counter-stability angle, This is the upper limit of the front wheel steering angle. This is the transmission ratio adaptation coefficient; The rear wheel counter-stabilization angle is determined by the following formula: ; Where β is the centroid sideslip angle, C1, C2, C4, and C5 are preset angle coefficients, and C3 is a preset attenuation coefficient. To set a speed threshold.

[0015] In some solutions, the steering torque compensation arbitration control method optimizes the initial compensation amount using a model predictive controller to obtain optimized values ​​for each initial compensation amount, including: Obtain the vehicle's yaw rate and sideslip angle; Configure the weight coefficients and constraints of the model predictive controller according to the control mode; Using the torque difference between the left and right wheels, the yaw rate, and the sideslip angle of the center of gravity as state variables, and the initial compensation amounts of the steering system, braking system, and drive system as initial values, the optimized values ​​of each initial value are obtained by solving the model predictive controller.

[0016] Some of the proposed steering torque compensation arbitration control methods determine the execution commands for the steering system, braking system, and drive system based on the optimized values ​​to obtain the control mode, including: The front wheel compensation angle is determined based on the optimized value of the front wheel compensation torque output by the model predictor controller. The optimized value of the rear wheel steering angle output by the model predictive controller is used as the rear wheel auxiliary steering angle; The optimized value of the electromechanical braking torque output by the model predictive controller is used as the electromechanical braking execution command. The optimized value of the drive shunt torque output by the model predictive controller is used as the drive shunt execution command.

[0017] In some solutions, the steering torque compensation arbitration control method, wherein configuring the weight coefficients and constraints of the model predictive controller according to the control mode includes: The weighting coefficients include at least one of the following: deviation correction weight, stability weight, steering smoothness weight, electromechanical braking energy consumption weight, and front and rear wheel coordination weight. The constraints include at least one of the following: upper limit of front wheel steering angle, range of rear wheel steering angle, upper limit of steering torque change rate, upper limit of electromechanical braking torque, and upper limit of electromechanical braking torque change rate.

[0018] Some solutions describe a steering torque compensation arbitration control method, wherein determining the response priority of the steering system, the braking system, and the drive system includes: Obtain the steering angular velocity; When the steering angular velocity is greater than a preset threshold, the response priority of the steering system is higher than that of the braking system and the drive system; Otherwise, the response priority of each system is determined based on the torque difference between the left and right wheels and the direction of the driver's steering torque.

[0019] Some solutions describe a steering torque compensation arbitration control method, in which the response priority of each system is determined based on the torque difference between the left and right wheels and the direction of the driver's steering torque, including: When the torque difference between the left and right wheels increases, the response priority of the steering system and the braking system is higher than that of the drive system; When the direction of the driver's steering torque is opposite to the direction of the compensation torque, the response priority of the steering system is lower than that of the braking system and the drive system.

[0020] Some of the steering torque compensation arbitration control methods described in the solutions also include: When a failure of the rear wheel steering actuator is detected, the front wheel compensation angle is increased by a first preset ratio, the electromechanical braking torque is increased by a second preset ratio, and the drive shunt torque is increased by a third preset ratio. When the failure of the electromechanical brake actuator is detected, the gain of the front wheel compensation angle and the rear wheel auxiliary steering angle is increased by a fourth preset ratio, and the drive split torque is increased to a preset ratio threshold.

[0021] Secondly, this application provides a computer-readable storage medium storing program information, wherein a computer reads the program information and executes the steps of the steering torque compensation arbitration control method described in any one of the first aspects.

[0022] Thirdly, this application provides a computer program product, including a computer program / instructions that, when executed by a processor, implement the steps of the steering torque compensation arbitration control method described in any of the first aspects.

[0023] Fourthly, this application provides an electronic device including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of the steering torque compensation arbitration control method according to any one of the first aspects.

[0024] Fifthly, this application provides a vehicle that includes the computer-readable storage medium described in the second aspect, the computer program product described in the third aspect, or the electronic device described in the fourth aspect.

[0025] The technical solution provided in this application has the following technical effects compared with the prior art: The steering torque compensation arbitration control method, storage medium, electronic device, and vehicle provided in this application determine the torque difference between the left and right wheels by acquiring the torque signals of the left and right wheel drive motors. This allows for the sensing of torque asymmetry disturbances from the drive source end, resulting in an earlier response and more direct measurement compared to detection from the steering result end. Control modes are divided according to the threshold range of the left and right wheel torque difference, allowing different compensation strategies to correspond to disturbances of different intensities, balancing the smoothness of mild disturbances with the stability of severe disturbances. A model predictive controller performs rolling optimization of the initial compensation amount, achieving dynamic prediction and early compensation, effectively solving the problem of lag in disturbance prediction and improving the real-time performance of steering response. By determining the response priorities of the steering system, braking system, and drive system and outputting execution commands according to priority, the control weights and output order when multiple systems participate in compensation are clarified, avoiding control conflicts and human-machine interaction between systems and achieving multi-objective coordinated optimization. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the system architecture described in the embodiments of this application; Figure 2 This is a flowchart of a steering torque compensation arbitration control method according to one embodiment of this application; Figure 3 This is a sub-flowchart of the torque signal acquisition and left-right wheel torque difference determination described in the embodiments of this application; Figure 4 This is a logic block diagram of the model prediction controller optimization process described in the embodiments of this application; Figure 5 This is a flowchart of the cross-system collaborative arbitration logic described in the embodiments of this application; Figure 6 This is a schematic diagram of the hardware structure of the electronic device described in the embodiments of this application. Detailed Implementation

[0027] The specific embodiments of this application will be further described below with reference to the accompanying drawings.

[0028] It is readily understood that, based on the technical solution of this application, various structural and implementation methods can be interchanged by those skilled in the art without altering the essential spirit of this application. Therefore, the following detailed embodiments and accompanying drawings are merely illustrative examples of the technical solution of this application and should not be considered as the entirety of this application or as limitations or restrictions on the technical solution of the application.

[0029] Figure 1 This is a system architecture diagram related to this embodiment. The entire system adopts a three-layer architecture design of perception-decision-execution. The perception layer collects signals in real time through the CAN_FD bus and obtains driving mode and user adjustment parameters; the decision layer integrates multi-mode steering algorithm, MPC decision module and driving mode mapping module to realize dynamic optimization decision; the execution layer coordinates to complete the deviation compensation action.

[0030] As shown in the figure, the signals collected by the perception layer include: torque signals of the left and right wheel drive motors, yaw rate, sideslip angle, vehicle speed, steering rate, steering wheel angle, left and right wheel slip ratio, road surface adhesion coefficient, and driver steering torque. These signals can be obtained from various vehicle sensors or controllers via the CAN bus, and some signals (such as sideslip angle and road surface adhesion coefficient) can be estimated by the vehicle state observer.

[0031] The decision-making layer performs the following steps: determine the control mode based on the torque difference between the left and right wheels; obtain the initial compensation amount of the three systems under different control modes; optimize the initial compensation amount through the MPC decision module to obtain the optimized value; determine the execution instruction based on the optimized value; determine the response priority of the three systems and output each execution instruction according to the priority.

[0032] The execution layer includes the steering system (front wheel steering actuator, rear wheel steering actuator), the braking system (EMB actuator), and the drive system (drive motor controller), which respectively receive and execute the corresponding execution commands.

[0033] Specifically, this embodiment provides a steering torque compensation arbitration control method applied to a domain controller, wherein the domain controller is communicatively connected to the steering system, braking system, and drive system, such as... Figure 2 As shown, the method includes: S100: Obtain the torque signals of the left and right wheel drive motors, determine the torque difference between the left and right wheels based on the torque signals, and determine the control mode based on the threshold range of the torque difference between the left and right wheels.

[0034] After the system is powered on, the domain controller acquires the torque signal T in real time from the left and right wheel drive motor controllers via the CAN_FD bus. L and T R The sampling frequency is 1000Hz to ensure real-time response to dynamic torque fluctuations.

[0035] In obtaining T L and T R Then, the domain controller calculates the torque difference between the left and right wheels. The calculation formula is: ΔM = |T L - T R |; where ΔM is the torque difference between the left and right wheels. This torque difference reflects the asymmetry of the driving torque between the left and right wheels and is the core disturbance causing vehicle deviation. The domain controller compares the calculated ΔM with a preset threshold range to determine the current control mode. Control modes include: basic mode, cooperative mode, and emergency mode.

[0036] S200: Obtain the initial compensation values ​​for the steering system, braking system, and drive system under different control modes.

[0037] Based on the control mode determined in step S100, the domain controller obtains the initial compensation values ​​for the steering system, braking system, and drive system under that mode. Specifically, in the basic mode, the front wheel compensation angle, rear wheel auxiliary steering angle, electromechanical braking torque, and drive shunt torque are obtained as initial compensation values. In the cooperative mode, the same initial compensation values ​​are obtained. In the emergency mode, the front wheel compensation angle, rear wheel counter-stabilization angle, electromechanical braking torque, and drive shunt torque are obtained as initial compensation values.

[0038] The initial compensation amount can be obtained in several ways. In one implementation, the domain controller determines the initial compensation amount for each system in the current mode based on the real-time status signals of the current vehicle (such as vehicle speed, road surface adhesion coefficient, left and right wheel slip ratio, steering wheel angle, etc.) and a preset mapping relationship or calculation formula. In another implementation, the initial compensation amount can be obtained by looking up a table. The initial compensation amount in each mode is a compensation value initially determined based on the current vehicle status, which serves as input for subsequent optimization.

[0039] S300: The initial compensation amount is optimized by the model prediction controller to obtain the optimized value of each initial compensation amount.

[0040] The domain controller inputs the initial compensation values ​​obtained in step S200 into the model predictive controller. Based on the vehicle dynamics model, the model predictive controller corrects and optimizes the initial compensation values ​​through rolling optimization, and outputs the optimized values ​​of each initial compensation value.

[0041] In one specific implementation, the model predictive controller uses a linearized two-degree-of-freedom vehicle model to construct the state equations, treating the torque difference between the left and right wheels, yaw rate, and sideslip angle as state variables, and the control quantities of each system as control variables. Simultaneously, the model predictive controller configures corresponding weighting coefficients and constraints according to the current control mode, using the initial compensation quantities as initial values. Under the premise of satisfying the constraints, it solves for the optimal control sequence that minimizes the objective function, and outputs the first element of this sequence as the optimized value of each initial compensation quantity.

[0042] The outputs of the model predictive controller include optimized values ​​for the front wheel compensation torque, electromechanical braking torque, rear wheel steering angle, and drive shunt torque. During optimization, the model predictive controller uses the initial compensation value obtained in step S200 as a reference or target value, and performs rolling optimization on the control quantity within the constraints, ensuring that the final output optimized value achieves the best deviation correction effect while satisfying vehicle stability and actuator physical constraints.

[0043] S400: Determine the execution instructions for the steering system, the braking system, and the drive system based on the respective optimization values.

[0044] Based on the optimization values ​​output in step S300, the domain controller determines the execution instructions that the steering system, braking system, and drive system ultimately need to execute.

[0045] Specifically, for the steering system, the domain controller determines the front wheel compensation steering angle command that the front wheels need to execute based on the optimized value of the front wheel compensation torque output by the model prediction controller and the torque-angle conversion relationship; at the same time, the optimized value of the rear wheel steering angle output by the model prediction controller is directly used as the rear wheel auxiliary steering angle command.

[0046] For the braking system, the domain controller directly uses the optimized value of the electromechanical braking torque output by the model predictor as the electromechanical braking execution command.

[0047] For the drive system, the domain controller directly uses the optimized value of the drive shunt torque output by the model predictor as the drive shunt execution command.

[0048] The execution commands are physical quantity signals that each actuator can directly respond to, including angle commands (front wheel compensation steering angle, rear wheel auxiliary steering angle) and torque commands (electromechanical braking torque, drive shunt torque). The domain controller sends the above execution commands to the corresponding actuators via the CAN_FD bus.

[0049] S500: Determine the response priorities of the steering system, the braking system, and the drive system, and output each of the execution commands according to the response priorities.

[0050] The domain controller determines the response priorities of the steering system, braking system, and drive system, and outputs the execution instructions determined in step S400 to the corresponding actuators in order of priority.

[0051] Through the priority arbitration mechanism, the domain controller determines the output order and weight allocation of the three systems, and then outputs each execution instruction to the corresponding actuator in sequence or according to the priority, so that the execution layer can complete the final deviation compensation action.

[0052] In the above embodiments, the torque difference between the left and right wheels is obtained from the drive source end through the domain controller, which provides an earlier response and more direct measurement compared to the method of detecting from the steering result end. By dividing the control mode according to the threshold range of the torque difference between the left and right wheels, different compensation strategies are corresponding to different intensities of disturbances, taking into account both smooth handling of mild disturbances and stable safety of severe disturbances. The initial compensation amount is rolled and optimized by the model predictive controller to achieve dynamic prediction and early compensation, which effectively solves the problem of lag in disturbance prediction and improves the real-time performance of steering response. By determining the response priorities of the steering system, braking system and drive system and outputting each execution command according to priority, the control weight and output order when multiple systems participate in compensation are clarified, avoiding control conflicts and human-machine confrontation between systems, and realizing multi-objective coordinated optimization.

[0053] Furthermore, such as Figure 3 As shown, step S100, which involves acquiring the torque signals of the left and right wheel drive motors and determining the torque difference between the left and right wheels based on the torque signals, includes: S101: Acquire torque sensor signal.

[0054] Specifically, the domain controller reads the status signals of the torque sensors of the left and right wheel drive motors via the CAN bus to determine whether the torque sensors are in normal working condition.

[0055] S102: When the torque sensor signal is normal, collect the torque sensor signals of the left and right wheel drive motors, and determine the torque difference between the left and right wheels based on the collected torque signals.

[0056] Specifically, under normal torque sensor signal conditions, the domain controller directly acquires the left wheel drive motor torque sensor signal T via the CAN bus. L and the right wheel drive motor torque sensor signal T R Calculate the torque difference ΔM = |T between the left and right wheels. L - T R |

[0057] S103: When the torque sensor signal is lost, estimate the torque of the left and right wheel drive motors based on the motor current and speed, and determine the torque difference between the left and right wheels based on the estimation results.

[0058] Specifically, when the domain controller detects that the torque sensor signal is lost or invalid, it automatically switches to estimation mode. The domain controller acquires the current and speed signals of the left and right wheel drive motors, and uses the mapping relationship between motor current, speed and torque (such as a motor torque estimation model or calibration table) to estimate the torque of the left and right wheel drive motors respectively, and then calculates the torque difference between the left and right wheels based on the estimation results.

[0059] Through the redundancy design of the above two methods, a high-precision torque signal is obtained when the torque sensor is working properly, and the torque difference between the left and right wheels can still be continuously output through estimation when the sensor fails, thus ensuring the reliability and safety of the system.

[0060] Furthermore, after acquiring the torque signals of the left and right wheel drive motors in step S100, the method further includes: calibrating and correcting the torque difference between the left and right wheels using the following formula: ; , The torques of the left and right wheel drive motors are respectively. This is the correction factor for the actual vehicle calibration.

[0061] After the domain controller calculates the absolute value of the torque difference between the left and right wheels, it further multiplies it by the actual vehicle calibration correction factor. The calibrated torque difference ΔM between the left and right wheels is obtained. This calibration correction coefficient is used to compensate for measurement deviations introduced by factors such as half-shaft angle and sensor installation errors, reducing the measurement error of ΔM and making subsequent compensation control more accurate. As one specific implementation method, The value ranges from 0.95 to 1.05, and the actual value is determined based on the calibration results of the actual vehicle. It should be noted that this value range is only an example and is not a limitation on the scope of protection of this application.

[0062] Preferably, in S100, the control mode is determined according to the threshold range of the torque difference between the left and right wheels, including: if the torque difference between the left and right wheels is less than the first threshold, it is determined to be the basic mode; if the second threshold is less than or equal to the torque difference between the left and right wheels and less than the third threshold, it is determined to be the cooperative mode, where the second threshold is greater than the first threshold; if the torque difference between the left and right wheels is greater than or equal to the third threshold and the duration reaches a preset duration, it is determined to be the emergency mode.

[0063] The specific values ​​of the first, second, and third thresholds (second threshold > first threshold) are determined based on actual vehicle calibration. In the basic mode, the vehicle's deviation is minor, requiring only minor compensation intervention to meet the correction needs. In the cooperative mode, the vehicle's deviation is moderate, requiring coordinated compensation from the steering, braking, and drive systems. In the emergency mode, the vehicle's deviation is severe, requiring rapid response from all systems to prioritize vehicle stability. For example, in one specific implementation, the first threshold is set to 8 N·m, the second threshold to 12 N·m, and the third threshold to 50 N·m, with a preset duration of 10 ms. When ΔM < 8 N·m, it is determined to be the basic mode; when 12 N·m ≤ ΔM < 50 N·m, it is determined to be the cooperative mode; and when ΔM ≥ 50 N·m and lasts for 10 ms, it is determined to be the emergency mode. It should be noted that the above values ​​are only examples and can be adjusted according to the vehicle model and calibration results in actual applications. By dividing the disturbances into three levels, different control strategies are corresponding to different intensities of disturbances, ensuring smooth steering under mild disturbances, coordinating multi-system compensation under moderate disturbances, and prioritizing vehicle stability and safety under severe disturbances.

[0064] More preferably, in the basic mode, in S200, the initial compensation amounts for the steering system, braking system, and drive system under different control modes are obtained as follows: The front wheel compensation angle is determined by the following formula: ; in, The total compensation torque of the front wheels in the basic mode is obtained by fusing the feedforward compensation torque and the feedback compensation torque. The feedforward and feedback compensation torques are fused into the total compensation torque in a 7:3 ratio. This is the torque-angle conversion factor, used to convert torque dimensions to angle dimensions; This is the road surface adhesion coefficient correction factor, used to correct the compensation turning angle based on the current road surface adhesion state; This is the transmission ratio adaptation coefficient, used to adapt to different transmission ratio modes; The gain is adjustable for users to adapt to the different driving preferences of different drivers; The rear wheel auxiliary steering angle is determined by the following formula: ; in, The initial value of the rear-wheel auxiliary steering angle in the basic mode is determined based on the torque difference between the left and right wheels, where k is the vehicle speed decay coefficient and V is the current vehicle speed. The rear-wheel auxiliary steering angle decays exponentially with increasing vehicle speed to ensure rear-wheel steering stability at high speeds. The domain controller calculates the front-wheel compensation steering angle and rear-wheel auxiliary steering angle separately according to the above formula, as the initial compensation amount for the steering system in the basic mode. Simultaneously, the initial compensation amount for the braking system in the basic mode—the electromechanical braking torque—is zero, and the initial compensation amount for the drive system—the drive split torque—is determined by an independent formula. Specifically: The driving shunt torque is determined by the following formula: ; Where 'a' is the preset flow splitting coefficient, and ΔM is the torque difference between the left and right wheels. , These represent the slip ratios of the left and right wheels, respectively. In a preferred implementation, the value of 'a' ranges from 0.1 to 0.4. For example, in the basic mode, 'a' can be selected as 0.2. It should be noted that the above values ​​are merely examples and can be adjusted according to the vehicle model, tire characteristics, and calibration results in actual applications.

[0065] In a specific scheme, the acquisition of feedforward compensation torque, feedback compensation torque, and total compensation torque includes: a) First, historical data acquisition is performed: acquire data for the last three periods of ΔM (ΔM(k-1), ΔM(k-2), ΔM(k-3), sampling frequency 1000Hz); then, the data is processed by moving average filtering. ; b) The feedforward input uses exponential smoothing prediction, and the predicted effective torque difference at time k is: ; The initial value of α = 0.7, determined based on statistical analysis of historical torque difference data. This value balances the influence of recent data (weight 0.7) and historical predicted values ​​(weight 0.3), thus minimizing dynamic torque fluctuations (ΔM ± 10N). The prediction error is smaller under m), which meets the real-time requirements of feedforward compensation.

[0066] c) The front wheel feedforward compensation torque at time k is ( =0.3, f(V) is the vehicle speed correction factor, f(V)=1.2 when V<60km / h, f(V)=0.8 when V≥60km / h. d) Integrating the feedforward and feedback, the total compensation torque of the front wheels at time k is: ; e) Finally, a simple correction is made to the error: Torque difference prediction error at time k: Dynamically adjust α: (α∈[0.5,0.9]).

[0067] Under the basic mode (ΔM < 8 N·m), the front wheel compensation torque is: ; Values: Standard variable gear ratio mode (standard is 1.0 / economy is 0.9 / off-road is 1.1 / drift is 0.8), fixed gear ratio mode (sport is 1.0). Only applicable in Standard / Economy / Off-Road / Drift modes.

[0068] k is the vehicle speed attenuation coefficient (0.03 for Standard / Economy / Drift modes, 0.02 for Off-Road mode, and 0.025 for Sport mode).

[0069] Furthermore, in the cooperative mode, in step S200, the initial compensation amounts for the steering system, braking system, and drive system under different control modes are obtained as follows: The electromechanical braking torque is determined by the following formula: ; in, The two-dimensional Gaussian regression calibration coefficients are given, and ΔM is the torque difference between the left and right wheels. This is the transmission ratio adaptation coefficient.

[0070] The front wheel compensation angle is determined by the following formula: ; in, This is the original value of the front wheel compensation steering angle in cooperative mode. ( =5N·m / °, f(μ)=0.8μ+0.36), User-adjustable gain, b is the steering wheel angle, and b is the preset gain coefficient. b >1). A linear gain is used for small steering wheel angles, a sinusoidal transition gain for medium steering angles, and a fixed gain for large steering angles, thereby achieving smooth front wheel compensation steering angle characteristics across different steering angle ranges. Cooperative logic: The larger ΔM is and the lower the vehicle speed, the larger the rear wheel steering angle, assisting the front wheels in correcting deviation; The rear wheel auxiliary steering angle is determined by the following formula: ; Where ΔM is the torque difference between the left and right wheels, c is the preset angle conversion coefficient, k is the vehicle speed attenuation coefficient, and V is the current vehicle speed. This is the transmission ratio adaptation coefficient.

[0071] The driving shunt torque is determined by the following formula: ; Where d is the preset flow splitting coefficient, and ΔM is the torque difference between the left and right wheels. , These are the slip ratios of the left and right wheels, respectively.

[0072] Front and rear wheel coordination priority: front wheels (Main steering correction) → Rear wheel (Assisted posture stabilization) → (Suppress lateral deviation) → (Diversion and unloading).

[0073] In a preferred embodiment, the value of b ranges from 1.05 to 1.5. For example, in one specific embodiment, b is 1.1. This coefficient is used to appropriately amplify the front wheel compensation angle under large steering wheel turning angle conditions, ensuring the correction effect at large turning angles.

[0074] In a preferred embodiment, the value of c corresponds to the rear wheel steering angle generated per unit torque difference, and its value ranges from 0.03° / (N·m) to 0.08° / (N·m). For example, in one specific embodiment, c is taken as 0.05° / (N·m). This coefficient converts the torque difference dimension to the angle dimension, making the rear wheel steering angle increase linearly with the torque difference.

[0075] In a preferred embodiment, the value of d ranges from 0.2 to 0.5. For example, in one specific embodiment, d is 0.3. This coefficient is used to determine the compensation ratio shared by the drive system, and while ensuring that the steering system and braking system dominate the correction, appropriate drive flow is introduced to share the compensation pressure.

[0076] In a preferred embodiment, θ1 ranges from 8° to 12°, for example, 10°; θ2 ranges from 25° to 35°, for example, 30°. A linear gain is used when the steering wheel angle is less than or equal to θ1, a sinusoidal transition gain is used when the angle is between θ1 and θ2, and a fixed gain is used when the angle is greater than θ2.

[0077] In a preferred embodiment, K' is obtained through two-dimensional Gaussian regression calibration based on the road surface adhesion coefficient and vehicle speed. In one specific embodiment, the calibration range of K' is 0.05 to 0.3, and its specific value is determined by the calibration results of actual vehicles.

[0078] Furthermore, in the emergency mode, the initial compensation amounts for the steering system, braking system, and drive system under different control modes are obtained as follows: The electromechanical braking torque is determined by the following formula: ; in, The two-dimensional Gaussian regression calibration coefficients are given, and ΔM is the torque difference between the left and right wheels. This is the transmission ratio adaptation coefficient.

[0079] As a preferred implementation method, K The value was obtained through two-dimensional Gaussian regression calibration based on the road surface adhesion coefficient and vehicle speed, with a calibration range of 0.05 to 0.3. Temb _ max The value ranges from 150 N·m to 250 N·m, for example, 200 N·m.

[0080] The front wheel compensation angle is determined by the following formula: ; in, This is the original value for the front wheel compensation steering angle in emergency mode. To increase the rear wheel's counter-stability angle, This is the upper limit of the front wheel steering angle. This is the transmission ratio adaptation coefficient; the front wheel compensation steering angle is amplified accordingly when the rear wheel reverse stabilization angle exists, and is expressed as... Amplitude limiting is applied. As a preferred implementation method, The value range is 30° to 35°, for example, 31.5° in standard variable transmission ratio mode and 33° in fixed transmission ratio mode.

[0081] The rear wheel counter-stabilization angle is determined by the following formula: ; Where β is the sideslip angle, and when β > 2°, the rear wheel steering angle automatically decreases. C1, C2, C4, and C5 are preset angle coefficients, and C3 is a preset attenuation coefficient. To set a speed threshold. The torque difference causes the front wheels to veer in the opposite direction to the deviation, assisting in correcting the front wheels' deviation. The direction of the sideslip angle is the same as that of the center of gravity, stabilizing the vehicle's posture; the rear wheel steering priority is lower than that of the front wheel steering, and it only corrects steering when the front wheel compensation torque reaches its upper limit (25N). Starts when m).

[0082] As a preferred implementation method, CThe value of C1 ranges from 0.2 to 0.5, for example, 0.3; the value of C2 ranges from 0.4 to 0.6, for example, 0.5; the value of C4 ranges from 0.15 to 0.3, for example, 0.2; the value of C5 ranges from 0.25 to 0.4, for example, 0.3; the value of C3 ranges from 0.03 to 0.08, for example, 0.05. The value range is from 50km / h to 70km / h, for example, 60km / h. The specific values ​​of the above coefficients and thresholds are determined by actual vehicle calibration.

[0083] Driven shunt: ; As a preferred implementation method, g The value ranges from 0.4 to 0.6, for example, 0.5. In emergency mode, the diversion amplitude is higher than in cooperative mode to cope with the need for rapid unloading under severe disturbances.

[0084] Furthermore, such as Figure 4 As shown, step S300, which optimizes the initial compensation amount using a model prediction controller to obtain optimized values ​​for each initial compensation amount, includes: S301: Obtain the vehicle's yaw rate and sideslip angle.

[0085] Specifically, the domain controller acquires the vehicle's yaw rate and sideslip angle in real time through vehicle sensors (such as yaw rate sensors and inertial measurement units). When sensor signals are normal, the domain controller directly acquires the sensor measurements; when sensor signals are lost or invalid, the domain controller can estimate the yaw rate and sideslip angle based on signals such as vehicle speed and steering wheel angle using vehicle state observers (such as Kalman filters and Luneburg observers). These state variables describe the vehicle's current motion state and provide model input for MPC optimization.

[0086] S302: Configure the weight coefficients and constraints of the model predictive controller according to the control mode.

[0087] Specifically, the domain controller configures the weighting coefficients and constraints corresponding to the model predictive controller based on the control mode (basic mode, cooperative mode, or emergency mode) determined in step S100. The weighting coefficients are used to adjust the importance of each optimization objective in the objective function, and the constraints are used to limit the feasible range of control and state variables. The configuration of weighting coefficients and constraints differs under different control modes: the basic mode emphasizes steering smoothness, the cooperative mode balances the optimization objectives, and the emergency mode emphasizes deviation correction and stability. The domain controller reads the corresponding weighting coefficients and constraints from the pre-stored calibration parameter table according to the current control mode and writes them into the model predictive controller.

[0088] S303: Using the torque difference between the left and right wheels, the yaw rate, and the center of gravity sideslip angle as state variables, and the initial compensation amounts of the steering system, braking system, and drive system as initial values, the optimized values ​​of each initial value are obtained by solving the model predictive controller.

[0089] Specifically, the domain controller uses the torque difference between the left and right wheels determined in step S100, the yaw rate and the sideslip angle of the center of gravity obtained in step S301 as state variables, and the initial compensation amounts of the steering system, braking system and drive system obtained in step S200 as initial values, and inputs them into the model predictive controller.

[0090] The model predictive controller is based on a vehicle dynamics model (e.g., a two-degree-of-freedom vehicle model). Under the premise of satisfying the constraints configured in step S302, the objective function is weighted with the weight coefficients configured in step S302. Rolling optimization is performed in the prediction time domain to obtain the optimal control sequence that satisfies the constraints and minimizes the objective function. The first element of the control sequence is output as the optimized value of each initial compensation quantity.

[0091] The optimized values ​​output by the model predictive controller include: optimized values ​​for front wheel compensation torque, electromechanical braking torque, rear wheel steering angle, and drive shunt torque.

[0092] Using the above method, the initial compensation amount is used as the initial or reference value. The model predictive controller corrects and optimizes the initial compensation amount within the constraints and outputs the optimal control amount that satisfies multiple objectives such as vehicle stability, ride comfort, and energy consumption.

[0093] Furthermore, S400 determines the execution instructions for the steering system, braking system, and drive system based on the control mode obtained from the optimized values, including: The front wheel compensation angle is determined based on the optimized value of the front wheel compensation torque output by the model prediction controller. Specifically, the domain controller multiplies the optimized value of the front wheel compensation torque output by the MPC by a torque-angle conversion coefficient to obtain the front wheel compensation angle command. The front wheel compensation torque is measured in torque (N·m), while the front wheel compensation angle is measured in angle (°), and the units are converted using the torque-angle conversion coefficient.

[0094] The optimized value of the rear wheel steering angle output by the model predictive controller is used as the rear wheel auxiliary steering angle; specifically, the domain controller directly uses the optimized value of the rear wheel steering angle output by the MPC as the rear wheel auxiliary steering angle command. The rear wheel steering angle itself is an angle dimension and does not require additional conversion.

[0095] The optimized value of the electromechanical braking torque output by the model predictive controller is used as the electromechanical braking execution command; specifically, the domain controller directly sends the optimized value of the electromechanical braking torque output by the MPC to the EMB actuator as the electromechanical braking execution command.

[0096] The optimized value of the drive shunt torque output by the model predictive controller is used as the drive shunt execution command. Specifically, the domain controller directly sends the optimized value of the drive shunt torque output by the MPC to the drive motor controller as the drive shunt command to realize the redistribution of drive torque between the left and right wheels.

[0097] In this way, the domain controller converts the optimization values ​​output by MPC into corresponding execution instructions for the three systems, ensuring that each actuator can directly respond and execute the deviation compensation action.

[0098] In the above scheme, S302, configuring the weight coefficients and constraints of the model predictive controller according to the control mode, includes: The weighting coefficients include at least one of the following: deviation correction weight, stability weight, steering smoothness weight, electromechanical braking energy consumption weight, and front and rear wheel coordination weight. The constraints include at least one of the following: upper limit of front wheel steering angle, range of rear wheel steering angle, upper limit of steering torque change rate, upper limit of electromechanical braking torque, and upper limit of electromechanical braking torque change rate.

[0099] In practice, the model predictive controller is divided into three main processing stages: (1) In the prediction model construction stage, state equations are established based on a two-degree-of-freedom vehicle model; The state equations are constructed using a linearized two-degree-of-freedom car model: Where A is the state matrix (based on the centroid sideslip angle β and yaw rate). (Derivation of the dynamic relationship), where B is the input matrix, in the following form: , a, b, and c are based on actual vehicle parameters; State variables: (ΔM = core disturbance) =Yaw rate, β = sideslip angle of center of mass); Control variables: (Rear wheel steering angle) To control variables and achieve collaborative optimization.

[0100] (2) In the dynamic optimization stage of the objective function, the weighting coefficients are dynamically adjusted according to the driving mode and transmission ratio mode: Construct a multi-objective function min J=Σ(J1+J2+J3+J4+J5); Dynamic weights ; J1 (Deviation Correction): (K1 Adjustment: Basic / Cooperative Mode: Standard Variable Gear Ratio Mode (Standard 8 / Economy 6 / Offroad 9 / Drift 5); Basic / Cooperative / Emergency: Fixed Gear Ratio Mode (Sport) 8 / 12 / 10); J2 (Stability): ( ); J3 (Smooth Steering): (k3=0.5, k3'=0.4); J4 (EMB energy consumption): ; J5 (front and rear wheel coordination): (k5=0.3, =5 is the synergy coefficient); (Terminal penalty): (P=diag(10,20,15)).

[0101] (3) Constraint adaptation stage: set hard constraints and soft constraints according to driving mode and transmission ratio mode; 3.1 Hard constraints: a) Front wheel steering angle: Standard variable gear ratio mode (standard / economy / off-road / drift) ≤31.5°, fixed gear ratio mode (sport) ≤33°; b) Rear wheel steering angle: ±3° in normal mode (±2.5° in off-road mode), ±0.5° in emergency mode; c) Steering torque: 0≤ ≤25N m, fixed transmission ratio mode (motion) Rate of change | ≤6N m / 10ms, standard gear ratio mode Rate of change | ≤5N m / 10ms; d) EMB torque: 0≤ ≤200N m, fixed gear ratio mode (motion) | Rate of change | ≤12N m / 10ms, standard gear ratio mode | Rate of change | ≤10N m / 10ms; e) Drive shunt: 0≤ ≤0.5ΔM, | Rate of change | ≤5N m / 10ms; Soft constraint: β≤2°, deviation ≤0.12m / 100m.

[0102] 3.2 Soft Constraints: β≤2°, deviation ≤0.12m / 100m.

[0103] Finally, the output includes steering system control signals, EMB system control signals, drive system control signals, and adjustment signals only.

[0104] Further, S500's determination of the response priorities of the steering system, the braking system, and the drive system includes: Obtain the steering angular velocity; When the steering angular velocity is greater than a preset threshold, the response priority of the steering system is higher than that of the braking system and the drive system; otherwise, the response priority of each system is determined according to the torque difference between the left and right wheels and the direction of the driver's steering torque.

[0105] Furthermore, determining the response priority of each system based on the torque difference between the left and right wheels and the direction of the driver's steering torque includes: When the torque difference between the left and right wheels increases, the response priority of the steering system and the braking system is higher than that of the drive system; When the direction of the driver's steering torque is opposite to the direction of the compensation torque, the response priority of the steering system is lower than that of the braking system and the drive system.

[0106] In one specific implementation, the core threshold condition for mode switching is: The condition for switching from basic mode to cooperative mode is ΔM≥12N·m for 10ms (ΔM≥10N·m for 10ms in fixed transmission ratio mode). The exit condition for switching from cooperative mode to basic mode is that ΔM ≤ 8 N·m for 10 ms, and the sideslip angle β ≤ 1.5° and the yaw rate is [not specified]. ≤0.2rad / s; The condition for switching from cooperative mode to emergency mode is ΔM ≥ 50 N·m for 10 ms; the condition for switching from emergency mode to cooperative mode is ΔM ≤ 40 N·m for 10 ms and β ≤ 2°. ≤0.25rad / s.

[0107] Furthermore, after determining the control mode, the domain controller checks whether the conditions for enabling user-adjustable gain are met: when the control mode is basic mode or cooperative mode, the current driving mode is standard mode, economy mode, off-road mode or drift mode, and ΔM < 30 N·m, the user-adjustable gain k is enabled. user Otherwise, kuser Set to 1.0.

[0108] It should be noted that the above values ​​are merely examples, and the specific values ​​can be adjusted based on the calibration results of the actual vehicle. This application does not impose any limitations on this.

[0109] In a specific implementation, the domain controller first acquires the vehicle's steering angular velocity. When the steering angular velocity exceeds a preset threshold, an emergency operation is deemed imminent. In this case, the steering system has the highest response priority, prioritizing the driver's intentions, while the braking and drive systems appropriately yield to compensation commands. When the steering angular velocity is not greater than the preset threshold, the response priority of each system is determined based on the current torque difference between the left and right wheels and the direction of the driver's steering torque. Specifically, an increase in the torque difference between the left and right wheels indicates an increased risk of vehicle drift. In this case, the steering and braking systems have a higher response priority than the drive system, prioritizing correction and vehicle stability. When the driver's steering torque direction is opposite to the compensation torque direction, it indicates a risk of human-machine conflict. In this case, the steering system's response priority decreases, falling below the braking and drive systems, to prevent the control system from competing with the driver for steering wheel control.

[0110] Preferably, the method further includes: when a rear wheel steering actuator failure is detected, increasing the front wheel compensation angle by a first preset ratio, increasing the electromechanical braking torque by a second preset ratio, and increasing the drive shunt torque by a third preset ratio; when an electromechanical brake actuator failure is detected, increasing the gain of the front wheel compensation angle and the rear wheel auxiliary steering angle by a fourth preset ratio, and increasing the drive shunt torque to a preset ratio threshold. The specific values ​​of the first, second, third, fourth, and preset ratio thresholds are determined by actual vehicle calibration, and this application does not limit them. Through the above fault redundancy strategy, the domain controller automatically adjusts the compensation parameters of other systems when a single actuator fails, so that the vehicle still has basic deviation compensation capability after a partial failure of the steering or braking system, ensuring driving safety.

[0111] In specific implementation, such as Figure 5 As shown, the domain controller acquires historical data of the torque difference ΔM between the left and right wheels, real-time ΔM, current vehicle speed V, and current driving mode signal, and performs the following arbitration judgments in order of priority: S501: Emergency Operation Check.

[0112] The domain controller acquires the steering angular velocity γ. When γ > 10° / s, it is determined to be an emergency operation. In this case, the domain controller prioritizes the steering system's response, while the braking and drive systems yield. In an emergency operation, the domain controller prioritizes ensuring the driver's control of the vehicle and compensates for automatic yielding.

[0113] S502: Mode switching condition determination.

[0114] In non-emergency operation states, the domain controller determines the switching between basic mode, cooperative mode, and emergency mode based on the comparison between real-time ΔM and a preset threshold. When ΔM continuously meets the corresponding threshold condition for a preset duration, the domain controller performs a mode switch, and the corresponding execution instructions are recalculated according to the new mode. After the mode switch is completed, the domain controller uses the switched mode as the current control mode and continues to execute subsequent arbitration steps.

[0115] S503: Reverse operation detection.

[0116] The domain controller acquires the driver's steering torque T in real time. drv and the current compensation torque T comp The direction. When ≠ When the direction of the driver's steering torque is opposite to the direction of the compensation torque, the domain controller determines that there is a risk of human-machine confrontation and performs reverse operation suppression: the current control weight w is suddenly reduced to 0.2 times the original weight, i.e. w = w × 0.2, to avoid the control system and the driver competing for control of the steering wheel.

[0117] S504: Determination of conditions for user-adjustable gain to take effect.

[0118] The domain controller determines whether the current condition meets the user-adjustable gain k. user The activation conditions are as follows: When ΔM < 30 N·m and the current control mode is basic mode or cooperative mode, and the current driving mode is standard mode, economy mode, off-road mode, or drift mode, the domain controller enables the user-adjustable gain k. user This allows the driver to adjust the compensation intensity according to their personal preference. Otherwise (i.e., when ΔM ≥ 30 N·m, or when the current mode is emergency mode, or when the current driving mode is sport mode), the domain controller will k user When set to 1.0, the user-adjustable gain is ineffective, prioritizing driving safety.

[0119] S505: Output arbitration result.

[0120] Based on the above arbitration decision, the domain controller ultimately outputs the transmission ratio coefficient k. ratio User gain k user And control weight w. The steering system, braking system, and drive system output execution commands to the corresponding actuators according to the determined response priority and control weight.

[0121] S506: Fault redundancy coordination.

[0122] During the aforementioned arbitration process, the domain controller monitors the feedback signal from the rear wheel steering actuator and the EMB pressure sensor signal in real time via the CAN bus. If no valid feedback signal from the rear wheel steering actuator is received for three consecutive control cycles, the domain controller determines that the rear wheel steering actuator has failed and initiates a compensation strategy: the front wheel steering compensation torque is increased by 30% (i.e., k...). ratio (Multiplied by 1.3), the EMB braking torque is increased by 25%, and the drive shunt amplitude is increased by 15%.

[0123] If no valid feedback signal is received from the EMB pressure sensor for three consecutive control cycles, the domain controller determines that the EMB has failed and initiates a compensation strategy: the steering angle gain of the front and rear wheels is increased by 20% (i.e., k...). ratio Multiplied by 1.2), the drive shunt amplitude is increased to 0.5ΔM. The above compensation strategy automatically takes effect after the corresponding actuator fails, ensuring that basic deviation compensation capability is still available even when a single system fails, thus ensuring driving safety.

[0124] Through the above arbitration strategy, the domain controller clarifies the control weight and output sequence when multiple systems participate in compensation, avoiding control conflicts and human-machine confrontation between systems, and providing effective compensation when rear wheel steering or EMB fails, thus ensuring driving safety.

[0125] This application provides a computer-readable storage medium storing program information. After reading the program information, a computer executes the steps of the steering torque compensation arbitration control method described above. The computer-readable storage medium can be any medium containing or storing program information, including but not limited to ROM, RAM, magnetic disk, optical disk, flash memory, etc.

[0126] This application provides a computer program product, including a computer program / instructions, which, when executed by a processor, implements the steps of the steering torque compensation arbitration control method described above. The computer program product can be stored in a computer-readable storage medium (e.g., ROM, RAM, magnetic disk, optical disk, flash memory, etc.) or provided via network transmission. When the processor executes the computer program / instructions, it performs the following steps: acquiring torque signals from the left and right wheel drive motors, determining the torque difference between the left and right wheels, determining the control mode, acquiring the initial compensation amount, optimizing through a model predictive controller, determining the execution instruction, determining the response priority, and outputting the execution instruction according to the priority. The computer program product can be provided as a standalone software package, plug-in, SDK, etc., or it can be integrated into the vehicle's domain controller as firmware or an embedded program. Through these methods, the computer program product works collaboratively with the vehicle's domain controller to achieve torque steering compensation arbitration control, solving the technical problems of lag in disturbance prediction and the lack of a cross-system collaborative arbitration mechanism in the prior art.

[0127] The application also provides an electronic device, such as... Figure 6 As shown, the electronic device includes at least one processor 61 and at least one memory 62. The memory 62 stores program information, and the processor 61 reads the program information and executes the steering torque compensation arbitration control method described in any of the above method embodiments. The device may further include an input device 63 and an output device 64. The processor 61, memory 62, input device 63, and output device 64 are communicatively connected. The memory 62, as a non-volatile computer-readable storage medium, can be used to store non-volatile software programs, non-volatile computer-executable programs, and modules. The processor 61 executes various functional applications and data processing by running the non-volatile software programs, instructions, and modules stored in the memory 62, thereby implementing the steering torque compensation arbitration control method provided in any of the above embodiments. The memory 62 may include a program storage area and a data storage area. The program storage area may store the operating system and at least one application program required for a function; the data storage area may store data created based on the use of the steering torque compensation arbitration control method, etc. Furthermore, memory 62 may include high-speed random access memory and non-volatile memory, such as at least one disk storage device, flash memory device, or other non-volatile solid-state storage device. In some embodiments, memory 62 may optionally include memory remotely located relative to processor 61, and these remote memories may be connected via a network to the apparatus performing the steering torque compensation arbitration control method. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof. Input device 63 may receive user clicks and signal inputs related to user settings and function control of the steering torque compensation arbitration control method. Output device 64 may include a display device such as a display screen. When the one or more modules are stored in memory 62 and are executed by the one or more processors 61, the steering torque compensation arbitration control method in any of the above method embodiments is performed.

[0128] This application provides a vehicle, including the computer-readable storage medium described above, or the computer program product described above, or the electronic device described above. The vehicle further includes a steering system, a braking system, and a drive system. The steering system includes front-wheel steering actuators and rear-wheel steering actuators for receiving and executing front-wheel compensating steering angle and rear-wheel auxiliary steering angle commands; the braking system includes electromechanical brake actuators for receiving and executing electromechanical braking torque commands; the drive system includes a drive motor controller for receiving and executing drive split torque commands.

[0129] The vehicle's domain controller is communicatively connected to the steering system, braking system, and drive system. The domain controller is configured to execute the steps of the steering torque compensation arbitration control method described above. Specifically, the domain controller acquires torque signals from the left and right wheel drive motors, determines the torque difference between the left and right wheels based on the torque signals, and determines a control mode based on the threshold range of the torque difference between the left and right wheels; acquires the initial compensation amounts of the steering system, braking system, and drive system under different control modes; optimizes the initial compensation amounts using a model prediction controller to obtain optimized values ​​for each initial compensation amount; determines the execution commands for the steering system, braking system, and drive system based on each optimized value; determines the response priorities of the steering system, braking system, and drive system, and outputs each execution command to the corresponding actuator according to the response priorities. By deploying the above scheme in the vehicle, torque asymmetry disturbances are sensed from the drive source end, and differentiated compensation and cross-system collaborative arbitration are performed according to different modes. This effectively solves the problems of lag in disturbance prediction and lack of collaborative arbitration in torque steering compensation, improving the vehicle's steering stability and driving safety. It should be noted that the vehicle provided in the embodiments of this application may be a pure electric vehicle, a hybrid vehicle, or other new energy vehicle with independent drive wheels, and this application does not limit it.

[0130] As needed, the above technical solutions can be combined to achieve the best technical effect.

[0131] The above are merely the principles and preferred embodiments of this application. It should be noted that, for those skilled in the art, several other modifications can be made based on the principles of this application, and these modifications should also be considered within the scope of protection of this application.

Claims

1. A steering torque compensation arbitration control method, characterized in that, include: The torque signals of the left and right wheel drive motors are acquired, the torque difference between the left and right wheels is determined based on the torque signals, and the control mode is determined based on the threshold range in which the torque difference between the left and right wheels is located. Obtain the initial compensation values ​​of the steering system, braking system, and drive system under different control modes; The initial compensation amount is optimized by a model predictive controller to obtain optimized values ​​for each initial compensation amount; The execution commands for the steering system, the braking system, and the drive system are determined based on the optimized values. The response priorities of the steering system, the braking system, and the drive system are determined, and each execution command is output according to the response priorities.

2. The steering torque compensation arbitration control method according to claim 1, characterized in that, The step of acquiring the torque signals of the left and right wheel drive motors and determining the torque difference between the left and right wheels based on the torque signals includes: Acquire torque sensor signal; When the torque sensor signal is normal, the torque sensor signals of the left and right wheel drive motors are collected, and the torque difference between the left and right wheels is determined based on the collected torque signals. When the torque sensor signal is lost, the torque of the left and right wheel drive motors is estimated based on the motor current and speed, and the torque difference between the left and right wheels is determined based on the estimation results.

3. The steering torque compensation arbitration control method according to claim 1, characterized in that, After acquiring the torque signals of the left and right wheel drive motors, the process further includes: The torque difference between the left and right wheels is calibrated and corrected using the following formula: ； , The torques of the left and right wheel drive motors are respectively. This is the correction factor for the actual vehicle calibration.

4. The steering torque compensation arbitration control method according to claim 1, characterized in that, Based on the threshold range of the torque difference between the left and right wheels, a control mode is determined, including: If the torque difference between the left and right wheels is less than the first threshold, the system is determined to be in the basic mode. If the second threshold is less than or equal to the torque difference between the left and right wheels and less than the third threshold, it is determined to be a cooperative mode; if the second threshold is greater than the first threshold. If the torque difference between the left and right wheels is greater than or equal to the third threshold and the duration reaches the preset duration, it is determined to be in emergency mode.

5. The steering torque compensation arbitration control method according to claim 4, characterized in that, In the basic mode, the initial compensation amounts for the steering system, braking system, and drive system under different control modes are obtained as follows: The front wheel compensation angle is determined by the following formula: ； in, The total compensation torque of the front wheels in the basic mode; This is the torque-angle conversion factor; This is a correction factor for the road surface adhesion coefficient. This is the transmission ratio adaptation coefficient; User-adjustable gain; The rear wheel auxiliary steering angle is determined by the following formula: ； in, The base mode rear wheel steering angle is the original value, k is the vehicle speed attenuation coefficient, and V is the current vehicle speed.

6. The steering torque compensation arbitration control method according to claim 5, characterized in that: The electromechanical braking torque is zero; The driving shunt torque is determined by the following formula: ； Where 'a' is the preset flow splitting coefficient, and ΔM is the torque difference between the left and right wheels. , These are the slip ratios of the left and right wheels, respectively.

7. The steering torque compensation arbitration control method according to claim 4, characterized in that, In the cooperative mode, the initial compensation amounts for the steering system, braking system, and drive system under different control modes are obtained as follows: The electromechanical braking torque is determined by the following formula: ； in, The two-dimensional Gaussian regression calibration coefficients are given, and ΔM is the torque difference between the left and right wheels. This is the transmission ratio adaptation coefficient.

8. The steering torque compensation arbitration control method according to claim 7, characterized in that: The front wheel compensation angle is determined by the following formula: ； in, This is the original value of the front wheel compensation steering angle in cooperative mode. User-adjustable gain, Where 'b' is the steering wheel angle and 'b' is the preset gain coefficient; The rear wheel auxiliary steering angle is determined by the following formula: ； Where ΔM is the torque difference between the left and right wheels, c is the preset angle conversion coefficient, k is the vehicle speed attenuation coefficient, and V is the current vehicle speed. This is the transmission ratio adaptation coefficient.

9. The steering torque compensation arbitration control method according to claim 8, characterized in that: The driving shunt torque is determined by the following formula: ； Where d is the preset flow splitting coefficient, and ΔM is the torque difference between the left and right wheels. , These are the slip ratios of the left and right wheels, respectively.

10. The steering torque compensation arbitration control method according to claim 4, characterized in that, In the emergency mode, the initial compensation values ​​for the steering system, braking system, and drive system under different control modes are obtained as follows: The electromechanical braking torque is determined by the following formula: ； in, The two-dimensional Gaussian regression calibration coefficients are given, and ΔM is the torque difference between the left and right wheels. This is the transmission ratio adaptation coefficient; Temb _ max This is the upper limit of the electromechanical braking torque; The driving shunt torque is determined by the following formula: ； Where g is the preset depth diversion coefficient.

11. The steering torque compensation arbitration control method according to claim 10, characterized in that, Under the emergency mode: The front wheel compensation angle is determined by the following formula: ； in, This is the original value for the front wheel compensation steering angle in emergency mode. To increase the rear wheel's counter-stability angle, This is the upper limit of the front wheel steering angle. This is the transmission ratio adaptation coefficient; The rear wheel counter-stabilization angle is determined by the following formula: ； Where β is the centroid sideslip angle, C1, C2, C4, and C5 are preset angle coefficients, and C3 is a preset attenuation coefficient. To set a speed threshold.

12. The steering torque compensation arbitration control method according to claim 1, characterized in that, The step of optimizing the initial compensation amount through a model prediction controller to obtain optimized values ​​for each of the initial compensation amounts includes: Obtain the vehicle's yaw rate and sideslip angle; Configure the weight coefficients and constraints of the model predictive controller according to the control mode; Using the torque difference between the left and right wheels, the yaw rate, and the sideslip angle of the center of gravity as state variables, and the initial compensation amounts of the steering system, braking system, and drive system as initial values, the optimized values ​​of each initial value are obtained by solving the model predictive controller.

13. The steering torque compensation arbitration control method according to claim 12, characterized in that, Based on the optimized values, the control mode is obtained, and the execution instructions for the steering system, braking system, and drive system are determined, including: The front wheel compensation angle is determined based on the optimized value of the front wheel compensation torque output by the model predictor controller. The optimized value of the rear wheel steering angle output by the model predictive controller is used as the rear wheel auxiliary steering angle; The optimized value of the electromechanical braking torque output by the model predictive controller is used as the electromechanical braking execution command. The optimized value of the drive shunt torque output by the model predictive controller is used as the drive shunt execution command.

14. The steering torque compensation arbitration control method according to claim 12, characterized in that, The step of configuring the weight coefficients and constraints of the model predictive controller according to the control mode includes: The weighting coefficients include at least one of the following: deviation correction weight, stability weight, steering smoothness weight, electromechanical braking energy consumption weight, and front and rear wheel coordination weight. The constraints include at least one of the following: upper limit of front wheel steering angle, range of rear wheel steering angle, upper limit of steering torque change rate, upper limit of electromechanical braking torque, and upper limit of electromechanical braking torque change rate.

15. The steering torque compensation arbitration control method according to claim 1, characterized in that, Determining the response priority of the steering system, the braking system, and the drive system includes: Obtain the steering angular velocity; When the steering angular velocity is greater than a preset threshold, the response priority of the steering system is higher than that of the braking system and the drive system; Otherwise, the response priority of each system is determined based on the torque difference between the left and right wheels and the direction of the driver's steering torque.

16. The steering torque compensation arbitration control method according to claim 15, characterized in that, The process of determining the response priority of each system based on the torque difference between the left and right wheels and the direction of the driver's steering torque includes: When the torque difference between the left and right wheels increases, the response priority of the steering system and the braking system is higher than that of the drive system; When the direction of the driver's steering torque is opposite to the direction of the compensation torque, the response priority of the steering system is lower than that of the braking system and the drive system.

17. The steering torque compensation arbitration control method according to any one of claims 1-16, characterized in that, Also includes: When a failure of the rear wheel steering actuator is detected, the front wheel compensation angle is increased by a first preset ratio, the electromechanical braking torque is increased by a second preset ratio, and the drive shunt torque is increased by a third preset ratio. When the failure of the electromechanical brake actuator is detected, the gain of the front wheel compensation angle and the rear wheel auxiliary steering angle is increased by a fourth preset ratio, and the drive split torque is increased to a preset ratio threshold.

18. A computer-readable storage medium, characterized in that, The storage medium stores program information, and after the computer reads the program information, it executes the steps of the steering torque compensation arbitration control method according to any one of claims 1-17.

19. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instruction is executed by the processor, it implements the steps of the steering torque compensation arbitration control method according to any one of claims 1-17.

20. An electronic device comprising a memory, a processor, and a computer program stored in the memory, characterized in that, The processor executes the computer program to implement the steps of the steering torque compensation arbitration control method according to any one of claims 1-17.

21. A vehicle, characterized in that, This includes the computer-readable storage medium of claim 18, the computer program product of claim 19, or the electronic device of claim 20.

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