A method and system for compensating steering torque in vehicle sudden acceleration

Abstract

This invention discloses a method and system for compensating steering torque during rapid vehicle acceleration, relating to the field of vehicle technology and applied to four-wheel drive vehicles equipped with a rear-wheel steering system. The method includes: acquiring and preprocessing vehicle operating status signals; determining whether the vehicle has entered a rapid acceleration compensation condition based on the signals; identifying occupant distribution based on four-wheel suspension height signals; correcting wheel rolling radii based on four-wheel tire pressure signals; and calculating the yaw moment corresponding to torque steering based on the correction results; calculating the front-wheel compensation torque and rear-wheel compensation steering angle based on the yaw moment; and performing joint compensation control on the vehicle's front and rear steering systems. This invention overcomes the shortcomings of existing technologies, such as single computational dimension, limited control methods, and unstable compensation effects, significantly improving the torque steering compensation effect during rapid vehicle acceleration.

Description

Technical Field

[0001] This invention relates to the field of robotics, specifically to a method and system for compensating steering torque during rapid vehicle acceleration. Background Technology

[0002] Rapid acceleration is a typical scenario in daily driving and power performance testing, and torque steer is a common dynamic problem under this condition. Due to factors such as uneven lengths of the left and right drive half-shafts, differences in tire condition, and asymmetrical vehicle load, the output torque of the left and right drive wheels may be inconsistent, leading to the vehicle veering off course and seriously affecting driving safety and handling. To solve this common industry problem, torque steer compensation technology has become a key research direction in the field of vehicle chassis control. It aims to suppress torque steer during rapid acceleration through electronic control, ensuring the vehicle's straight-line driving ability. This is also a key technical aspect for improving the overall quality of four-wheel drive rear-wheel steering vehicles.

[0003] Currently, various compensation schemes for vehicle torque steer have been developed in the industry, with most existing technologies relying on electric power steering systems for compensation control. The conventional approach involves the vehicle controller collecting basic driving signals such as accelerator pedal input, wheel speed, and longitudinal acceleration, combining this with a preset algorithm to estimate the interference torque corresponding to torque steer, and then outputting compensation torque to the front wheel steering system, relying on the front wheel assist mechanism to counteract the vehicle's tendency to veer. Some improved schemes dynamically adjust the compensation level based on parameters such as vehicle speed and drive wheel torque to adapt to torque steer conditions under different acceleration intensities. The overall control logic is built around front wheel compensation, which can alleviate torque steer problems in ordinary vehicles to a certain extent and is currently the most widely used technical route in mass-produced vehicles.

[0004] However, existing torque steering compensation schemes have significant technical flaws. Firstly, they rely on a single calculation reference dimension, estimating torque solely based on conventional driving signals, leading to discrepancies between the calculated results and the actual vehicle operating conditions. Secondly, their control methods are relatively limited, making it difficult to comprehensively correct vehicle deflection issues under complex operating conditions. The compensation effect is prone to fluctuations when operating conditions change, especially under high-intensity rapid acceleration scenarios, where the improvement in deviation is poor. Summary of the Invention

[0005] In view of the shortcomings of the prior art, the purpose of this invention is to provide a method and system for compensating steering torque during rapid vehicle acceleration, aiming to solve the above-mentioned problems described in the prior art.

[0006] The first aspect of the present invention is to provide a method for compensating steering torque during rapid acceleration of a vehicle, applicable to a four-wheel drive vehicle equipped with a rear-wheel steering system, the method comprising: Collect vehicle operating status signals and complete preprocessing; combine the signals to determine whether the vehicle has entered a rapid acceleration compensation condition. The system identifies occupant distribution based on the four-wheel suspension height signal, corrects the wheel rolling radius by combining the four tire pressure signals, and calculates the yaw moment corresponding to torque steering based on the correction results. Based on the yaw moment, the front wheel compensation torque and the rear wheel compensation steering angle are calculated separately, and joint compensation control is performed on the front and rear steering systems of the vehicle.

[0007] According to one aspect of the above technical solution, the vehicle operating status signal includes wheel speed signal, vehicle speed signal, traction control system activation signal, longitudinal acceleration signal, four-wheel suspension height signal, four-wheel tire pressure signal, and driver torque demand signal; preprocessing the vehicle operating status signal includes performing first-order low-pass filtering on the wheel speed signal and longitudinal acceleration signal, and calculating the reference vehicle speed based on the filtered wheel speed signal; The driver torque demand signal includes the accelerator pedal opening signal and / or the torque signals of the four wheels. When the accelerator pedal opening increment, the signals of each sensor, and the status of the traction control system all meet the preset enabling conditions, the vehicle is determined to enter the rapid acceleration compensation condition. The acceleration demand value corresponding to the enabling conditions is in the range of 0.4g-1g.

[0008] According to one aspect of the above technical solution, identifying occupant distribution based on four-wheel suspension height signals includes: The vehicle's unloaded suspension height and stiffness are pre-calibrated. Based on the reduction in suspension height relative to the reference value and a preset height threshold, the occupant status of each seat in the vehicle is determined.

[0009] According to one aspect of the above technical solution, the wheel rolling radius is corrected by combining the four tire pressure signals, including: The initial rolling radius of the wheel is obtained by looking up the table based on the real-time tire pressure, and then combined with the suspension compression amount according to the formula. Calculate the actual rolling radius of the wheel; in, The actual rolling radius of the wheel. The free radius of the tire. This represents the suspension compression.

[0010] According to one aspect of the above technical solution, the yaw moment corresponding to torque steering is calculated, including: Calculate the difference in driving force between the front axle and the rear axle based on the actual rolling radius of the wheels, and then solve for the yaw moment of the front axle and the yaw moment of the rear axle by combining the wheel track. Finally, sum them up to obtain the total torque steering yaw moment. The expression for calculating the difference in front axle driving force is as follows: ; In the formula, This represents the difference in driving force between the left and right front wheels. The original driving force for the right front wheel, The original driving force is for the left front wheel. This is the actual rolling radius of the left front wheel. This is the actual rolling radius of the right front wheel; The formula for calculating the difference in rear axle driving force is as follows: ; In the formula, This represents the difference in driving force between the left and right rear wheels. The original driving force for the right rear wheel, The original driving force for the left rear wheel, This is the actual rolling radius of the left rear wheel. This is the actual rolling radius of the right rear wheel.

[0011] According to one aspect of the above technical solution, it also includes correcting the total torque steering yaw moment, the correction expression of which is: ; In the formula, To correct the yaw moment, The total torque steering yaw moment, For longitudinal acceleration, For the height of the vehicle's center of gravity, It is the acceleration due to gravity. This refers to the vehicle's wheelbase.

[0012] According to one aspect of the above technical solution, the calculation expression for the front wheel compensation torque is as follows: ; In the formula, This is the torque amplification factor for the front steering system, with a value ranging from 200 to 600. The formula for calculating the rear wheel compensated steering angle is: ; In the formula, To compensate for the steering angle of the rear wheels, For rear steering system coefficients, This is the distance from the center of mass to the rear axle. This refers to the total mass of the vehicle.

[0013] A second aspect of the present invention provides a steering torque compensation system for rapid vehicle acceleration, used to execute the steering torque compensation method for rapid vehicle acceleration described in the above-mentioned technical solution, the system comprising: The signal acquisition and operating condition determination module is used to acquire vehicle operating status signals and perform preprocessing, and combine the signals to determine whether the vehicle has entered a rapid acceleration compensation condition. The state analysis and torque calculation module is used to identify the occupant distribution based on the four-wheel suspension height signal, correct the wheel rolling radius by combining the four tire pressure signals, and calculate the yaw moment corresponding to torque steering based on the correction result; The compensation calculation and execution module is used to calculate the front wheel compensation torque and the rear wheel compensation steering angle based on the yaw moment, and to perform joint compensation control on the vehicle's front and rear steering systems.

[0014] A third aspect of the present invention provides a computer-readable storage medium having computer instructions stored thereon, which, when executed by a processor, implement the method described in the above-described technical solutions.

[0015] A fourth aspect of the present invention is to provide a vehicle device including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, it implements the method described in the above-described technical solutions.

[0016] Compared with the prior art, the advantages of using the steering torque compensation method and system for rapid vehicle acceleration as shown in this invention are as follows: This invention effectively overcomes the shortcomings of existing technologies, such as single computational dimension, limited control methods, and unstable compensation effects, significantly improving the compensation effect of torque steer under rapid vehicle acceleration. This solution integrates multiple types of operating state data during the signal acquisition and processing stage, combining four-wheel suspension height signals to identify occupant distribution and using four-wheel tire pressure signals to correct wheel rolling radii, enriching the reference dimensions for torque calculation and ensuring that the calculated yaw moment closely matches the actual vehicle operating conditions, reducing estimation errors from the source. Simultaneously, this invention employs a combined control mode of front-wheel compensation torque and rear-wheel compensation steering angle, breaking through the limitations of traditional single front-wheel compensation and enabling comprehensive correction of vehicle deflection trends. This solution can dynamically adapt to changes in vehicle load, tire condition, and other operating conditions, providing stable and reliable compensation effects. Even under high-intensity rapid acceleration scenarios, it can effectively suppress vehicle deviation, significantly improving the driving safety and handling feel of four-wheel drive vehicles and vehicles equipped with rear-wheel steering systems, and significantly enhancing technical adaptability and control robustness. Attached Figure Description

[0017] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a flowchart illustrating the method for compensating steering torque during rapid vehicle acceleration provided in an embodiment of the present invention. Figure 2 This is a structural block diagram of a vehicle steering torque compensation system during rapid acceleration, provided in an embodiment of the present invention. Detailed Implementation

[0018] To make the objectives, features, and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Several embodiments of the present invention are shown in the drawings. However, the present invention can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that the disclosure of the present invention will be more thorough and complete.

[0019] It should be noted that when a component is said to be "fixed to" another component, it can be directly on the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0020] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0021] Example 1 Please see Figure 1 The first embodiment of the present invention provides a method for compensating steering torque during rapid vehicle acceleration, applicable to a four-wheel drive vehicle equipped with a rear-wheel steering system. The method includes steps S10-S30: Step S10: Collect vehicle operating status signals and complete preprocessing; combine the signals to determine whether the vehicle has entered a rapid acceleration compensation condition.

[0022] Step S20: Identify the occupant distribution based on the four-wheel suspension height signal, correct the wheel rolling radius by combining the four tire pressure signals, and calculate the yaw moment corresponding to torque steering based on the correction result.

[0023] Step S30: Calculate the front wheel compensation torque and the rear wheel compensation steering angle based on the yaw moment, and perform joint compensation control on the vehicle's front and rear steering systems.

[0024] First, it should be noted that the method shown in this embodiment is applied to passenger vehicles that are equipped with both a four-wheel drive architecture and a rear-wheel steering system. Under conditions such as full-throttle rapid acceleration and high-throttle rapid acceleration, the output torque of the left and right drive wheels is affected by factors such as the difference in length of the left and right drive half shafts, uneven tire wear and air pressure, and asymmetrical distribution of occupants and loads in the vehicle, which in turn produces torque steer, which manifests as the vehicle autonomously deviating from the preset straight driving trajectory.

[0025] In this embodiment, through multi-dimensional state perception, dynamic parameter correction, layered torque calculation, and joint control of the front and rear steering systems, torque steer is effectively suppressed, aiming to improve the driving stability and handling quality of the vehicle during rapid acceleration.

[0026] Specifically, in the method shown in this embodiment, the operation logic, signal processing and control command output are all executed by the vehicle chassis domain controller or the vehicle controller as the core execution unit. The controller works in a cycle according to the general operation cycle of the vehicle electronic control system. The normal operation cycle is set to 10ms-20ms to ensure the real-time performance of the control commands.

[0027] First, vehicle operating status signals are acquired, preprocessed, and compensation conditions are determined. During normal vehicle operation, the main controller continuously polls and acquires output signals from various sensors and electronic control units throughout the vehicle via the CAN bus, LIN bus, and hardwired interface. The signal acquisition action is synchronized with the controller's main operation cycle. The raw sensor signals are affected by external factors such as road surface bumps, electromagnetic interference from onboard electrical systems, and sensor temperature drift. Therefore, standardized preprocessing is performed to remove invalid noise and standardize the data format.

[0028] After signal processing, the controller, based on preset multi-dimensional judgment logic, comprehensively analyzes the driver's operating intentions, the vehicle's dynamic driving status, and the operating status of various onboard systems. Only when all judgment conditions are met will the rapid acceleration steering torque compensation function be officially activated. This triggering mechanism enables precise start and stop of the function, ensuring that the compensation logic only applies to the target operating conditions, avoiding intervention in scenarios such as normal acceleration, constant speed cruising, and deceleration coasting, thus preserving the vehicle's original steering feel and basic control logic to the greatest extent possible.

[0029] It should be noted that the method shown in this embodiment requires the collection of seven types of vehicle operating status signals, each of which is collected by hardware devices standard in mass-produced vehicles. The four-wheel wheel speed signals are collected by wheel speed sensors at the four wheel positions, primarily used to synthesize the overall vehicle reference speed and verify the operating status of each wheel; the overall vehicle speed signal is the comprehensive reference driving speed of the vehicle; the traction control system activation signal is output by the vehicle's electronic stability system, used to determine whether the vehicle's drive wheels have entered a slippage protection state; the longitudinal acceleration signal is collected by the onboard inertial measurement unit, directly reflecting the intensity of the vehicle's longitudinal acceleration and deceleration; the four-wheel suspension height signals are collected by independent suspension height sensors, providing raw data for subsequent occupant and load identification; the four-tire tire pressure signals are collected by the tire pressure monitoring system, serving as a correction calculation for the wheel rolling radius; and the driver torque demand signal is used to interpret the driver's driving intentions and is the core basis for judging rapid acceleration actions. While acquiring each signal, the controller will simultaneously perform signal validity verification. If a fault condition such as open circuit, short circuit, value exceeding the normal range, or data not changing for a long time is detected, the signal will be directly marked as invalid and the corresponding fault code will be recorded.

[0030] During the signal preprocessing stage, a first-order low-pass filter is applied to the four-wheel speed signals and the longitudinal acceleration signal. During vehicle operation, road surface debris and potholes cause instantaneous fluctuations in wheel speed, and electromagnetic interference from the vehicle's motor and wiring can lead to high-frequency jumps in the acceleration signal. The first-order low-pass filter effectively removes high-frequency interference components, retaining the effective low-frequency signal that reflects the actual operating conditions. The filter-related parameters, such as the cutoff frequency and filter order, are typically calibrated during the vehicle's production phase based on the sensor characteristics and chassis vibration characteristics of different vehicle models and are permanently stored in the controller's storage unit, requiring no further adjustment during vehicle use. After the filtering operation, the controller calculates the overall vehicle reference speed based on the filtered four-wheel speed values. This speed is then used in subsequent calculations, including acceleration calculation and slope condition assessment.

[0031] The torque demand signal used to identify the driver's acceleration intention includes two selectable types: accelerator pedal opening signal and four-wheel torque signal. The vehicle can choose to independently determine a single signal based on its powertrain hardware configuration, or it can adopt a dual-signal redundant determination mode to improve the reliability of intention recognition. By detecting the increase in accelerator pedal opening per unit time, or the change in four-wheel torque per unit time, it determines whether the driver has performed a rapid acceleration operation.

[0032] Furthermore, the compensation function is activated using a logical AND judgment rule, and all preset conditions must be met simultaneously to activate the function: First, the acceleration intention condition, where the pedal opening increment or wheel torque increment reaches the factory-calibrated threshold; second, the signal integrity condition, where all collected sensor signals are in a valid state and there are no sensor malfunctions; and finally, the chassis system status condition, where the traction control system is in an inactive state.

[0033] When the traction control system engages, it indicates that the vehicle's drive wheels are slipping. At this point, the priority of the vehicle's chassis control is re-allocated, with anti-slip control taking precedence over torque steer compensation. The compensation function is then forcibly disabled to ensure vehicle safety. When longitudinal acceleration is below 0.4g, the vehicle is in a state of slow acceleration or constant speed driving, and the torque steer phenomenon is very weak, requiring no compensation activation. When longitudinal acceleration exceeds 1g, the vehicle enters a state of extreme acceleration, and the powertrain and chassis mechanisms are both within their extreme load range. To protect hardware safety, the compensation function also ceases operation.

[0034] Once the compensation function is successfully activated, the controller retrieves the pre-processed four-wheel suspension height signals, synchronously reads the real-time tire pressure data output by the four-wheel tire pressure monitoring system, and combines the suspension dynamic compression amount to progressively correct the theoretical tire radius, thus obtaining the actual rolling radius of each of the four wheels.

[0035] Changes in tire pressure and suspension compression deformation caused by vehicle load both alter the actual rolling state of the wheels. Using a fixed radius in the calculation would result in significant computational errors. Therefore, in this embodiment, after identifying the occupant distribution and correcting the wheel rolling radius, these two types of correction parameters are substituted into the driving force calculation model to accurately calculate the yaw moment caused by the imbalance of driving forces between the left and right wheels. This yaw moment is the core disturbance torque that forces the vehicle's trajectory to deviate. Compared to calculations relying solely on throttle opening and wheel speed signals, introducing dual correction factors for load distribution and tire condition optimizes the accuracy of torque calculation from a physical perspective, ensuring that the calculation results closely match the vehicle's actual operating state.

[0036] In this embodiment, identifying occupant distribution based on four-wheel suspension height signals includes: The vehicle's unloaded suspension height and stiffness are pre-calibrated. Based on the reduction in suspension height relative to the reference value and a preset height threshold, the occupant status of each seat in the vehicle is determined.

[0037] Specifically, once the vehicle is put into normal use, the suspension height sensors will collect dynamic height data of the four-wheel suspension in real time according to the controller's calculation cycle. The controller continuously calculates the difference between the current suspension height and the no-load reference value, and this difference is the amount of suspension height reduction.

[0038] The deformation of the vehicle suspension is positively correlated with the vertical load. When occupants are seated or heavy objects are placed inside the vehicle, the local vertical load increases, compressing the suspension at the corresponding location and simultaneously increasing the reduction in suspension height. The greater the load weight, the higher the height reduction. Two preset height thresholds are used, finely calibrated based on the vehicle's seating layout, typical occupant weight range, and suspension deformation characteristics. The thresholds for different vehicle models can be customized to meet specific needs. The controller compares the real-time calculated suspension height reduction with each of the two thresholds to determine the occupant distribution. When the suspension height reduction corresponding to a single wheel exceeds the first height threshold, it is determined that there is an occupant in that seat. When the suspension height reduction corresponding to both the left and right rear wheels exceeds the second height threshold, the rear seats are determined to be fully occupied.

[0039] Furthermore, for vehicles with different seating layouts such as five-seat and seven-seat, more tiered threshold values ​​and judgment logic can be expanded to accurately distinguish various operating conditions such as empty load, single person in the front row, single person in the rear row, full load in the rear row, and full load of passengers.

[0040] In this embodiment, the wheel rolling radius is corrected by combining the four tire pressure signals, including: The initial rolling radius of the wheel is obtained by looking up the table based on the real-time tire pressure, and then combined with the suspension compression amount according to the formula. Calculate the actual rolling radius of the wheel; in, The actual rolling radius of the wheel. The free radius of the tire. This represents the suspension compression.

[0041] Specifically, during vehicle operation, the tire pressure monitoring system collects real-time tire pressure values ​​for all four tires and transmits them to the main controller. The controller uses the real-time tire pressure of each wheel as a search index to look up matching data in a pre-defined mapping table, quickly obtaining the initial rolling radius corresponding to that wheel and completing the first-level correction of the wheel radius based on tire pressure. The initial rolling radius obtained from the table is a theoretical value under no-load conditions. However, during vehicle operation, the vehicle's weight and occupant load continuously compress the suspension and tires, causing the actual rolling radius of the wheel to be smaller than the theoretical value. Therefore, a second-level correction calculation is needed, incorporating suspension compression. Since the four wheels of the vehicle operate independently, each completes its rolling radius calculation according to the above process. The left front wheel, right front wheel, left rear wheel, and right rear wheel will obtain differentiated actual rolling radii based on their own tire pressure and suspension compression states. This accurately reflects the actual operating conditions of the wheels and effectively eliminates calculation errors caused by uneven tire pressure and uneven load on the left and right sides.

[0042] In this embodiment, calculating the yaw moment corresponding to torque steering includes: Calculate the difference in driving force between the front axle and the rear axle based on the actual rolling radius of the wheels, and then solve for the yaw moment of the front axle and the yaw moment of the rear axle by combining the wheel track. Finally, sum them up to obtain the total torque steering yaw moment. The expression for calculating the difference in front axle driving force is as follows: ; In the formula, This represents the difference in driving force between the left and right front wheels. The original driving force for the right front wheel, The original driving force is for the left front wheel. This is the actual rolling radius of the left front wheel. This is the actual rolling radius of the right front wheel; The formula for calculating the difference in rear axle driving force is as follows: ; In the formula, This represents the difference in driving force between the left and right rear wheels. The original driving force for the right rear wheel, The original driving force for the left rear wheel, This is the actual rolling radius of the left rear wheel. This is the actual rolling radius of the right rear wheel.

[0043] Specifically, during the calculation process, the difference in driving force between the left and right wheels is calculated independently for both the front and rear axles. The calculation formula integrates the original driving force of the wheels with the corrected actual rolling radius, fully considering the impact of wheel operating conditions on the effective driving force. Furthermore, since the front and rear wheel track widths are inherent mechanical parameters of the vehicle, determined during the vehicle design phase, these parameters are entered into the controller and permanently saved after production. After obtaining the difference in driving force between the front and rear axles, the yaw moment of the front and rear axles is calculated separately based on the wheel track parameters of the corresponding axles and a rigid body mechanics model. Finally, the yaw moments of the front and rear axles are algebraically superimposed to obtain the total torque steering yaw moment. This moment represents the comprehensive deflection disturbance torque experienced by the vehicle during rapid acceleration and is directly transmitted to the subsequent torque correction and compensation calculation stages.

[0044] In this embodiment, the method further includes correcting the total torque steering yaw moment, and the correction expression is as follows: ; In the formula, To correct the yaw moment, The total torque steering yaw moment, For longitudinal acceleration, For the height of the vehicle's center of gravity, It is the acceleration due to gravity. This refers to the vehicle's wheelbase.

[0045] Specifically, The corrected yaw moment is the final disturbance moment after acceleration compensation, which is also the direct input value for calculating the compensation control quantity. This refers to the total torque steering yaw moment; The real-time longitudinal acceleration of the vehicle is taken from a preprocessed acceleration signal, and the value is taken as the absolute value. This is to ensure that the logic of the correction algorithm remains consistent under the conditions of forward acceleration and reverse deceleration of the vehicle, and to avoid logical confusion. For the height of the vehicle's center of gravity, Both the vehicle wheelbase and the wheelbase are fixed mechanical parameters at the vehicle factory, determined during the vehicle design phase, and stored in the controller without needing to be changed. The standard gravitational acceleration constant in physics is uniformly taken as [value missing] in engineering applications. This correction calculation is performed synchronously with the yaw moment calculation, and the calculation result is updated once in each control cycle. When the vehicle is traveling at a constant speed, the longitudinal acceleration... When the value is zero, the coefficient of the correction term in the formula is equal to 1. After correction, the yaw moment is completely consistent with the original total yaw moment, and the correction function automatically fails. This characteristic is in complete agreement with the actual operating law of the vehicle, ensuring the rationality of the algorithm under all working conditions.

[0046] After obtaining the precise torque steering yaw moment, the controller uses the yaw moment output from the previous stage as a basis and calculates the compensation torque for the front wheel steering system and the compensation steering angle for the rear wheel steering system according to two independent calculation logics.

[0047] In this embodiment, the calculation expression for the front wheel compensation torque is: ; In the formula, This is the torque amplification factor for the front steering system, with a value ranging from 200 to 600. The formula for calculating the rear wheel compensated steering angle is: ; In the formula, To compensate for the steering angle of the rear wheels, For rear steering system coefficients, This is the distance from the center of mass to the rear axle. This refers to the total mass of the vehicle.

[0048] Specifically, for the front-wheel electric power steering system, the formula is used. Calculate the front wheel compensation torque, where The final output is the front wheel compensation torque command. The negative sign in the formula indicates that the direction of the compensation torque is opposite to the direction of the corrected yaw moment, and the yaw disturbance moment on the vehicle body is counteracted by the reverse force. This is the torque amplification factor for the front steering system, with a value range of 200-600. This factor is a parameter that can be calibrated on-site. Technicians can adjust the optimal value within the specified range based on the hardware indicators of the front wheel steering system, such as transmission stiffness, power assist response characteristics, and transmission clearance, to adapt to the steering systems of different vehicle models.

[0049] For the rear wheel steering actuator, the formula is used. Calculate the rear wheel compensated steering angle. In the formula... This is the rear wheel compensation steering angle command. The negative sign has the same function as the front wheel compensation torque, used to correct the vehicle's tendency to veer off course. The rear wheel steering system coefficient is determined by factory calibration based on the transmission ratio of the rear wheel steering mechanism, the response speed of the actuator motor, mechanical damping, and other characteristics. This is the distance from the vehicle's center of gravity to the rear axle. The total vehicle mass is defined by two parameters, both of which are fixed mechanical parameters. Adding a constant term of 1 to the denominator of the formula effectively avoids the influence of longitudinal acceleration on the vehicle. This addresses the issue of division by zero errors when the result is zero, prevents abnormal algorithm interruptions, and significantly improves the operational stability of the control system.

[0050] After the controller completes the calculation of two sets of control quantities in each operation cycle, it synchronously sends the instructions to the front and rear steering actuators via the high-speed CAN bus. The two sets of mechanisms work together to suppress torque steer. When the compensation function is turned off, the front wheel compensation torque and the rear wheel compensation steering angle are forcibly set to zero, and the steering system immediately switches to the original factory conventional control logic.

[0051] After the calculation is completed, the main controller will simultaneously send the two types of control commands to the front wheel electric power steering controller and the rear wheel steering actuator via the vehicle high-speed bus.

[0052] The method shown in this embodiment, by adopting a joint control architecture that combines front wheel torque compensation with rear wheel angle compensation, can dynamically adjust the torque compensation force according to the real-time changes in the vehicle's driving state, and simultaneously counteract the yaw torque on the vehicle from both the front and rear axles, thereby achieving continuous suppression of torque steer under rapid acceleration conditions.

[0053] Compared with existing technologies, the steering torque compensation method for rapid vehicle acceleration shown in this embodiment has the following advantages: This embodiment effectively overcomes the shortcomings of existing technologies, such as single computational dimension, limited control method, and unstable compensation effect, significantly improving the compensation effect of torque steer under rapid vehicle acceleration. This solution integrates multiple types of operating status data during the signal acquisition and processing stage, combining four-wheel suspension height signals to identify occupant distribution and using four-wheel tire pressure signals to correct wheel rolling radius, enriching the reference dimensions for torque calculation and ensuring that the calculated yaw moment closely matches the actual vehicle operating conditions, reducing estimation errors from the source. Simultaneously, this embodiment adopts a combined control mode of front-wheel compensation torque and rear-wheel compensation steering angle, breaking through the limitations of traditional single front-wheel compensation and enabling comprehensive correction of vehicle deflection trends. This solution can dynamically adapt to changes in vehicle load, tire condition, and other operating conditions, providing stable and reliable compensation effects. Even under high-intensity rapid acceleration scenarios, it can effectively suppress vehicle deviation, significantly improving the driving safety and handling feel of four-wheel drive vehicles and vehicles equipped with rear-wheel steering systems, and significantly enhancing technical adaptability and control robustness.

[0054] Example 2 Please see Figure 2 A second embodiment of the present invention provides a steering torque compensation system for rapid vehicle acceleration, used to execute the steering torque compensation method for rapid vehicle acceleration described in the above embodiments. The system includes: The signal acquisition and working condition determination module 10 is used to acquire vehicle operating status signals and complete preprocessing, and combine the signals to determine whether the vehicle has entered the rapid acceleration compensation working condition. The state analysis and torque calculation module 20 is used to identify the occupant distribution based on the four-wheel suspension height signal, correct the wheel rolling radius by combining the four tire pressure signals, and calculate the yaw torque corresponding to the torque steering based on the correction result. The compensation calculation and execution module 30 is used to calculate the front wheel compensation torque and the rear wheel compensation steering angle based on the yaw moment, and to perform joint compensation control on the vehicle's front and rear steering systems.

[0055] Compared with existing technologies, the advantages of using the vehicle steering torque compensation system during rapid acceleration as shown in this embodiment are as follows: This embodiment effectively overcomes the shortcomings of existing technologies, such as single computational dimension, limited control method, and unstable compensation effect, significantly improving the compensation effect of torque steer under rapid vehicle acceleration. This solution integrates multiple types of operating status data during the signal acquisition and processing stage, combining four-wheel suspension height signals to identify occupant distribution and using four-wheel tire pressure signals to correct wheel rolling radius, enriching the reference dimensions for torque calculation and ensuring that the calculated yaw moment closely matches the actual vehicle operating conditions, reducing estimation errors from the source. Simultaneously, this embodiment adopts a combined control mode of front-wheel compensation torque and rear-wheel compensation steering angle, breaking through the limitations of traditional single front-wheel compensation and enabling comprehensive correction of vehicle deflection trends. This solution can dynamically adapt to changes in vehicle load, tire condition, and other operating conditions, providing stable and reliable compensation effects. Even under high-intensity rapid acceleration scenarios, it can effectively suppress vehicle deviation, significantly improving the driving safety and handling feel of four-wheel drive vehicles and vehicles equipped with rear-wheel steering systems, and significantly enhancing technical adaptability and control robustness.

[0056] Example 3 A third embodiment of the present invention provides a computer-readable storage medium having computer instructions stored thereon, which, when executed by a processor, implement the method described in any of the above embodiments.

[0057] Example 4 A fourth embodiment of the present invention provides a vehicle device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the method described in any of the above embodiments.

[0058] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0059] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this patent should be determined by the appended claims.

Claims

1. A method for compensating steering torque during rapid vehicle acceleration, characterized in that, The method, applied to a four-wheel drive vehicle equipped with a rear-wheel steering system, includes: Collect vehicle operating status signals and complete preprocessing; combine the signals to determine whether the vehicle has entered a rapid acceleration compensation condition. The system identifies occupant distribution based on the four-wheel suspension height signal, corrects the wheel rolling radius by combining the four tire pressure signals, and calculates the yaw moment corresponding to torque steering based on the correction results. Based on the yaw moment, the front wheel compensation torque and the rear wheel compensation steering angle are calculated separately, and joint compensation control is performed on the front and rear steering systems of the vehicle.

2. The method for compensating steering torque during rapid vehicle acceleration according to claim 1, characterized in that, The vehicle operating status signals include wheel speed signals, vehicle speed signals, traction control system activation signals, longitudinal acceleration signals, four-wheel suspension height signals, four-wheel tire pressure signals, and driver torque demand signals; preprocessing the vehicle operating status signals includes performing first-order low-pass filtering on the wheel speed signals and longitudinal acceleration signals, and calculating the reference vehicle speed based on the filtered wheel speed signals; The driver torque demand signal includes the accelerator pedal opening signal and / or the torque signals of the four wheels. When the accelerator pedal opening increment, the signals of each sensor, and the status of the traction control system all meet the preset enabling conditions, the vehicle is determined to enter the rapid acceleration compensation condition. The acceleration demand value corresponding to the enabling conditions is in the range of 0.4g-1g.

3. The method for compensating steering torque during rapid vehicle acceleration according to claim 1, characterized in that, Occupant distribution is identified based on four-wheel suspension height signals, including: The vehicle's unloaded suspension height and stiffness are pre-calibrated. Based on the reduction in suspension height relative to the reference value and a preset height threshold, the occupant status of each seat in the vehicle is determined.

4. The method for compensating steering torque during rapid vehicle acceleration according to claim 1, characterized in that, Correcting the wheel rolling radius by combining the four tire pressure signals includes: The initial rolling radius of the wheel is obtained by looking up the table based on the real-time tire pressure, and then combined with the suspension compression amount according to the formula. Calculate the actual rolling radius of the wheel; in, The actual rolling radius of the wheel. The free radius of the tire. This represents the suspension compression.

5. The method for compensating steering torque during rapid vehicle acceleration according to claim 1, characterized in that, Calculate the yaw moment corresponding to torque steering, including: Calculate the difference in driving force between the front axle and the rear axle based on the actual rolling radius of the wheels, and then solve for the yaw moment of the front axle and the yaw moment of the rear axle by combining the wheel track. Finally, sum them up to obtain the total torque steering yaw moment. The expression for calculating the difference in front axle driving force is as follows: ； In the formula, This represents the difference in driving force between the left and right front wheels. The original driving force for the right front wheel, The original driving force is for the left front wheel. This is the actual rolling radius of the left front wheel. This is the actual rolling radius of the right front wheel; The formula for calculating the difference in rear axle driving force is as follows: ； In the formula, This represents the difference in driving force between the left and right rear wheels. The original driving force for the right rear wheel. The original driving force for the left rear wheel, This is the actual rolling radius of the left rear wheel. This is the actual rolling radius of the right rear wheel.

6. The method for compensating steering torque during rapid vehicle acceleration according to claim 1, characterized in that, This also includes a correction for the total torque steering yaw moment, the correction expression of which is: ; In the formula, To correct the yaw moment, The total torque steering yaw moment, For longitudinal acceleration, For the height of the vehicle's center of gravity, It is the acceleration due to gravity. This refers to the vehicle's wheelbase.

7. The method for compensating steering torque during rapid vehicle acceleration according to claim 1, characterized in that, The formula for calculating the front wheel compensation torque is: ； In the formula, This is the torque amplification factor for the front steering system, with a value ranging from 200 to 600. The formula for calculating the rear wheel compensated steering angle is: ； In the formula, To compensate for the steering angle of the rear wheels, For rear steering system coefficients, This is the distance from the center of mass to the rear axle. This refers to the total mass of the vehicle.

8. A steering torque compensation system for rapid vehicle acceleration, characterized in that, For performing the vehicle steering torque compensation method during rapid acceleration as described in any one of claims 1-7, the system comprises: The signal acquisition and operating condition determination module is used to acquire vehicle operating status signals and perform preprocessing, and combine the signals to determine whether the vehicle has entered a rapid acceleration compensation condition. The state analysis and torque calculation module is used to identify the occupant distribution based on the four-wheel suspension height signal, correct the wheel rolling radius by combining the four tire pressure signals, and calculate the yaw moment corresponding to torque steering based on the correction result; The compensation calculation and execution module is used to calculate the front wheel compensation torque and the rear wheel compensation steering angle based on the yaw moment, and to perform joint compensation control on the vehicle's front and rear steering systems.

9. A computer-readable storage medium storing computer instructions thereon, characterized in that, When the computer instructions are executed by the processor, they implement the method described in any one of claims 1-7.

10. A vehicle device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the method according to any one of claims 1-7.

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