Steering wheel vibration suppression method for angle control-based assisted driving function

Abstract

A steering wheel vibration suppression method for an angle control-based assisted driving function. A steering wheel vibration frequency causing steering wheel vibration is found by means of spectral analysis, a second-order notch filter is used to filter the steering wheel vibration frequency, and angle closed-loop control is performed by using a filtered rack speed; the second-order notch filter and a phase compensator designed on the basis of an optimization formula of the second-order notch filter and a transfer function of the phase compensator are used to perform filtering and phase compensation on an actual vibration amplitude of the rack speed; double closed-loop control is performed on the processed rack speed and a rack position to obtain an expected motor force; the expected motor force is superposed with an actual assistance force to obtain a final motor force, and the final motor force is inputted to a motor to control the motor, thereby implementing vibration suppression. The present disclosure can achieve suppression of steering wheel vibration, improve the control accuracy, reduce the control delay, implement quicker processing of the steering wheel vibration, and improve the steering feel during driving.

Description

A steering wheel vibration suppression method for assisted driving function based on angle control

[0001] This disclosure claims the benefit of Chinese patent application No. 2024100858694, filed January 22, 2024. The entire disclosure of the Chinese patent application is incorporated herein by reference. Technical Field

[0002] The present disclosure relates to the technical field of intelligent assisted driving control, and in particular to a method for suppressing steering wheel vibration of an assisted driving function based on angle control. Background Art

[0003] With the development of autonomous driving, assisted driving features are gaining widespread adoption, assisting drivers and improving driving comfort and safety. Vehicle lateral control is key to enabling assisted and autonomous driving technologies. The Electric Power Steering (EPS) system is the actuator for lateral control, and EPS lateral angle control is crucial. For Level 2 autonomous driving systems (a level within autonomous driving technology), assisted driving allows both the driver and the assisted driving features to control the vehicle simultaneously, making good driving feel crucial.

[0004] Although the assisted driving function based on angle control has high control accuracy, fast response and good stability, when the assisted driving function and the driver act at the same time, it will cause the steering wheel to shake, thereby reducing the driving experience and causing certain driving risks.

[0005] Therefore, suppressing steering wheel vibration is crucial. Traditional strategies for suppressing steering wheel vibration involve detecting the vibration, first determining the cause, and then eliminating the vibration by controlling the corresponding excitation source or adjusting the transmission path. This approach cannot effectively and efficiently suppress and eliminate steering wheel vibration in real time.

[0006] Therefore, it is necessary to design a steering wheel vibration suppression method for assisted driving function based on angle control to achieve real-time and efficient suppression and elimination of steering wheel vibration.

[0007] Summary of the Invention

[0008] The purpose of the present invention is to overcome the shortcomings of the existing technology and provide a steering wheel vibration suppression method for an assisted driving function based on angle control, so as to achieve real-time and efficient suppression and elimination of steering wheel vibration.

[0009] To achieve the above objectives, the present invention discloses a method for suppressing steering wheel vibration in an assisted driving function based on angle control, comprising the following steps:

[0010] Step 1: Hand force T for fluctuation TBTPerform spectrum analysis to find the steering wheel vibration frequency ω that causes the steering wheel vibration n , a second-order notch filter is used to control the steering wheel vibration frequency ω n Filtering is performed and the filtered rack speed is used for angle closed-loop control. The formula for the second-order notch filter is: d is the notch depth, ω0 is the notch center frequency, is related to the notch bandwidth ω C Regarding the damping coefficient, let S = ωj, where S is the complex frequency, j is the imaginary unit, and ω is the motor rotor speed. The optimization formula for the second-order notch filter is The amplitude and phase calculation of the second-order notch filter is:

[0011] Where A represents the amplitude frequency of the second-order notch filter, Represents the phase frequency of the second-order notch filter.

[0012] Step 2: According to the optimization formula of the second-order notch filter, the notch center frequency ω0 and the steering wheel vibration frequency ω n Keep consistent, the maximum attenuation rate of the center frequency segment is |H(jω n )|=|d|, the center notch depth is D=20lg|H(jω)|==20lg|d|, |d|<1, and it should be as small as possible.

[0013] Step 3, according to Set the d of the second-order notch filter, ω C is the notch bandwidth, phase margin And the phase margin PM>45°.

[0014] Step 4: After introducing the second-order notch filter, the phase delay is

[0015] Step 5: Use an advanced phase compensator to compensate for the phase delay. The transfer function of the phase compensator is: α>1, T is the cutoff frequency of the pole, α is the proportional coefficient of the compensator, and the compensation point frequency of the phase compensator satisfies Let s = ωj, the transfer function of the phase compensator is optimized as α>1, the phase frequency of the phase compensator is The second-order notch filter and phase compensator meet the in, but: in, According to the phase compensator formula Design a phase compensator.

[0016] Step 6: A second-order notch filter and a phase compensator are designed according to the optimization formula of the second-order notch filter and the transfer function of the phase compensator to filter and phase compensate the actual jitter of the magnetic stripe speed.

[0017] Step 7: Perform double closed-loop control on the processed magnetic stripe speed and magnetic stripe position to obtain the desired motor force.

[0018] In step 8, the desired motor force is added to the actual assist force to obtain the final motor force and input it into the motor to control the motor and achieve vibration suppression.

[0019] The step 7 is as follows: In the actual working condition, the host computer calculates the required rotation angle of the steering gear. Calculate the desired magnetic stripe position based on its transmission ratio The outer loop PI control (an automatic control principle) is performed with the actual magnetic stripe position p to output the desired magnetic stripe speed The inner loop PI control is performed on the actual magnetic strip speed v′ after removing the jitter part to obtain the corresponding desired motor force

[0020] The actual magnetic stripe speed v′ after removing the jitter portion is the magnetic stripe speed after processing the jitter portion based on the actual magnetic stripe speed v.

[0021] Compared with the prior art, the present invention eliminates steering wheel vibration by controlling the corresponding excitation source or adjusting the transmission path; by filtering the steering wheel vibration amount on the rack speed and then performing angle closed-loop control, the steering wheel vibration is suppressed, the control accuracy is improved, the control delay is reduced, the steering wheel vibration is processed more quickly, and the driving feel is improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 is a diagram of the system architecture.

[0023] Figure 2 is a mechanical diagram of the motor and rack in the electric power steering system EPS.

[0024] FIG3 is a flow chart of the present disclosure.

[0025] FIG4 is a Bode diagram of a notch filter in the present disclosure.

[0026] FIG5 is a Bode diagram of the phase compensator disclosed in the present invention.

[0027] FIG6 is a block diagram of the angle control method for suppressing steering wheel vibration according to the present invention.

[0028] FIG7 is a schematic diagram of a module of the present disclosure.

[0029] FIG8 is a schematic structural diagram of an electronic device disclosed herein. DETAILED DESCRIPTION

[0030] The present disclosure will now be further described with reference to the accompanying drawings.

[0031] Example 1

[0032] As shown in Figure 1, under Level 2 autonomous driving conditions, the angle-controlled assisted driving function enables the steering system to respond more quickly to vehicle control requests, enabling human-machine co-driving. In this scenario, the driver's hand force and the assisted driving function's motor force act together. The driver's hand force calculation module transmits the driver's hand force to the motor control through the basic power assist module and the safety limit module. The CAN (Controller Area Network) input module and the rack position and rack speed calculation module transmit the assisted driving function's motor force to the motor control through the rack position loop, safety verification module, and safety limit module.

[0033] Refer to Figure 2. In an electric power steering system, when the steering wheel vibrates, there will be large fluctuations in the motor rotor acceleration, which manifests as rotor speed vibration. The relationship between the speed of EPS motor 1 and the speed of rack 2 is: V = ω × Kv / 2π, where V is the actual rack speed, ω is the motor rotor speed, and Kv is the transmission ratio from the motor end to the rack position. Due to the linear relationship between rack speed and motor rotor speed, the vibration manifested in the motor rotor speed will also be reflected in the rack speed. Therefore, the steering wheel vibration is filtered on the rack speed, and then the filtered rack speed is controlled. This effectively suppresses the steering wheel vibration problem.

[0034] Referring to FIG3 , the present disclosure is a method for suppressing steering wheel vibration of an assisted driving function based on angle control, comprising the following steps:

[0035] Step 1: Hand force T for fluctuation TBT Perform spectrum analysis to find the frequency ω that causes steering wheel vibration n , using a second-order notch filter for frequency ω n Filtering is performed and the filtered rack speed is used for angle closed-loop control. The formula for the second-order notch filter is: d is the notch depth, ω0 is the notch center frequency, is related to the notch bandwidth ω C The relevant damping coefficient can be calculated through step 3.

[0036] According to the amplitude graph in its amplitude-phase curve, it can be seen that it provides a large amplitude attenuation near the notch center frequency ω0, and has almost no effect on the amplitude of the frequency signal outside the notch band, but will produce a corresponding delay on the phase of the signal in other frequency bands. Let s = ωj, s is the complex frequency, j is the imaginary unit, ω is the motor rotor speed, the optimization formula of the second-order notch filter is The amplitude and phase calculation of the second-order notch filter is:

[0037] Where A represents the amplitude frequency of the second-order notch filter, Represents the phase frequency of the second-order notch filter.

[0038] Step 2: According to the optimization formula of the second-order notch filter, the notch center frequency ω0 and the steering wheel vibration frequency ω n Keep consistent, the maximum attenuation rate of the center frequency segment is |H(jω n )|=|d|, the center notch depth is D=20lg|H(jω)|==20lg|d|, |d|<1, and is as small as possible so that the jitter at the center end of the jitter frequency can be completely filtered out.

[0039] Step 3: Set the notch filter to an appropriate notch bandwidth ω C As shown in Figure 4, the notch bandwidth is the frequency difference when the attenuation reaches -3dB. Set the d of the second-order notch filter, ω C is the notch bandwidth, phase margin And the phase margin PM>45°, ensuring the stability of the entire system.

[0040] Step 4: After introducing the second-order notch filter, the phase delay is

[0041] Step 5: Use an advanced phase compensator to compensate for the phase delay. The transfer function of the phase compensator is: α>1, T is the extreme point cutoff frequency, α is the proportional coefficient of the compensator. At this time, the phase compensator added not only needs to compensate for the delayed phase generated by the second-order notch filter, but also ensure that the amplitude of the controlled rack speed remains unchanged. See Figure 5. The compensation point frequency of the phase compensator satisfies Let s = ωj, the transfer function of the phase compensator is optimized as α>1, the phase frequency of the phase compensator is The second-order notch filter and phase compensator meet the in, but: in, According to the phase compensator formula Design a phase compensator.

[0042] Step 6: A second-order notch filter and a phase compensator are designed according to the optimization formula of the second-order notch filter and the transfer function of the phase compensator to filter and phase compensate the actual jitter of the magnetic stripe speed.

[0043] Step 7: Perform double closed-loop control on the processed magnetic stripe speed and magnetic stripe position to obtain the desired motor force.

[0044] See Figure 6, the details are as follows: In actual working conditions, the host computer calculates the required rotation angle of the steering gear Calculate the desired magnetic stripe position based on its transmission ratio Perform outer loop PI control with the actual magnetic stripe position p to output the desired magnetic stripe speed The inner loop PI control is performed on the actual magnetic strip speed v′ after removing the jitter part to obtain the corresponding desired motor force The actual magnetic stripe speed v′ after removing the jitter portion is the magnetic stripe speed after processing the jitter portion based on the actual magnetic stripe speed v.

[0045] In step 8, the desired motor force is added to the actual assist force to obtain the final motor force and input it into the motor to control the motor and achieve vibration suppression.

[0046] The present invention eliminates steering wheel vibration by controlling the corresponding excitation source or adjusting the transmission path; by filtering the steering wheel vibration amount on the rack speed and then performing angle closed-loop control, the steering wheel vibration is suppressed, the control accuracy is improved, the control delay is reduced, the steering wheel vibration is processed more quickly, and the driving feel is improved.

[0047] Example 2

[0048] Corresponding to the aforementioned embodiment of a steering wheel vibration suppression method for an assisted driving function based on angle control, the present disclosure also provides an embodiment of a steering wheel vibration suppression system for an assisted driving function based on angle control.

[0049] As shown in FIG7 , the steering wheel vibration suppression system for the assisted driving function based on angle control includes a spectrum analysis module 100 , a notch processing module 200 , a phase compensation module 300 , a vibration amount processing module 400 , a closed-loop control module 500 , and a motor control module 600 ;

[0050] The spectrum analysis module 100 is used to analyze the fluctuation of hand force T TBT Perform spectrum analysis to find the steering wheel vibration frequency ω that causes the steering wheel vibration n, a second-order notch filter is used to control the steering wheel vibration frequency ω n Filtering is performed and the filtered rack speed is used for angle closed-loop control. The formula for the second-order notch filter is: d is the notch depth, ω0 is the notch center frequency, is related to the notch bandwidth ω C Regarding the damping coefficient, let s = ωj, s is the complex frequency, j is the imaginary unit, ω is the motor rotor speed, and the optimization formula for the second-order notch filter is The amplitude and phase calculation of the second-order notch filter is:

[0051] Where A represents the amplitude frequency of the second-order notch filter, Represents the phase frequency of the second-order notch filter.

[0052] The notch processing module 200 is used to convert the notch center frequency ω0 and the steering wheel vibration frequency ω according to the optimization formula of the second-order notch filter. n Keep consistent, the maximum attenuation rate of the center frequency segment is |H(jω n )|=|d|, the center notch depth is D=20lg|H(jω)|==20lg|d|, |d|<1, and it should be as small as possible.

[0053] The notch processing module 200 is also used according to Set the d of the second-order notch filter, ω C is the notch bandwidth, phase margin And the phase margin PM>45°.

[0054] The notch processing module 200 is also used to introduce a second-order notch filter to generate a phase delay of

[0055] The phase compensation module 300 is used to compensate the phase delay using an advanced phase compensator. The transfer function of the phase compensator is: α>1, T is the cutoff frequency of the pole, α is the proportional coefficient of the compensator, and the compensation point frequency of the phase compensator satisfies Let s = ωj, the transfer function of the phase compensator is optimized as α>1, the phase frequency of the phase compensator is The second-order notch filter and phase compensator meet the in, but: in, According to the phase compensator formula Design a phase compensator.

[0056] The jitter processing module 400 is used to filter and phase compensate the actual jitter of the magnetic stripe velocity by designing a second-order notch filter and a phase compensator according to the optimization formula of the second-order notch filter and the transfer function of the phase compensator.

[0057] The closed-loop control module 500 is used to perform dual closed-loop control on the processed magnetic stripe speed and magnetic stripe position to obtain the desired motor force.

[0058] The motor control module 600 is used to superimpose the desired motor force and the actual power assist to obtain the final motor force and input it to the motor to control the motor and achieve vibration suppression.

[0059] In a specific practicable manner, the closed-loop control module 500 is further used for the host computer to calculate the required rotation angle of the steering gear in actual working conditions. Calculate the desired magnetic stripe position based on its transmission ratio The outer loop PI control is performed with the actual magnetic stripe position p to output the desired magnetic stripe speed The inner loop PI control is performed on the actual magnetic strip speed v′ after removing the jitter part to obtain the corresponding desired motor force

[0060] In a specific embodiment, the actual magnetic stripe speed v′ after removing the jitter portion in the closed-loop control module 500 is the magnetic stripe speed after processing the jitter portion based on the actual magnetic stripe speed v.

[0061] Since the system embodiments generally correspond to the method embodiments, reference will be made to the description of the method embodiments for relevant details. The system embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separate, and the components of the units may or may not be physical units, i.e., they may be located in one place or distributed across multiple network units. Some or all of the modules may be selected based on actual needs to achieve the objectives of the disclosed solution.

[0062] Example 3

[0063] Figure 8 is a schematic diagram of the structure of an electronic device according to an exemplary embodiment of the present disclosure. The electronic device includes a memory, a processor, and a computer program stored in the memory and executed on the processor. When the processor executes the computer program, it implements a steering wheel vibration suppression method for an assisted driving function based on angle control provided in any of the aforementioned embodiments. The electronic device 80 shown in Figure 8 is merely an example and should not limit the functionality or scope of use of the embodiments of the present disclosure.

[0064] As shown in FIG8 , electronic device 80 may be implemented as a general-purpose computing device, such as a server device. Components of electronic device 80 may include, but are not limited to, at least one processor 81, at least one memory 82, and a bus 83 connecting various system components (including memory 82 and processor 81).

[0065] The bus 83 includes a data bus, an address bus, and a control bus.

[0066] The memory 82 may include a volatile memory, such as a random access memory (RAM) 821 and / or a cache memory 822 , and may further include a read-only memory (ROM) 823 .

[0067] The memory 82 may also include a program tool 825 (or utility) having a set (at least one) of program modules 824, such program modules 824 including but not limited to: an operating system, one or more application programs, other program modules, and program data, each of which or some combination may include an implementation of a network environment.

[0068] The processor 81 executes various functional applications and data processing by running the computer program stored in the memory 82, such as the multi-target tracking method provided by any of the above embodiments.

[0069] The electronic device 80 can also communicate with one or more external devices 84 (e.g., a keyboard, pointing device, etc.). Such communication can occur via an input / output (I / O) interface 85. Furthermore, the electronic device 80 can communicate with one or more networks (e.g., a local area network (LAN), a wide area network (WAN), and / or a public network, such as the Internet) via a network adapter 86. As shown, the network adapter 86 communicates with other modules of the electronic device 80 via a bus 83. It should be understood that, although not shown, other hardware and / or software modules can be used in conjunction with the electronic device 80, including but not limited to microcode, device drivers, redundant processors, external disk drive arrays, RAID (RAID) systems, tape drives, and data backup storage systems.

[0070] It should be noted that although several units / modules or sub-units / modules of the electronic device are mentioned in the detailed description above, this division is merely exemplary and not mandatory. In fact, according to the embodiments of the present disclosure, the features and functions of two or more units / modules described above can be embodied in one unit / module. Conversely, the features and functions of one unit / module described above can be further divided and embodied by multiple units / modules.

[0071] Example 4

[0072] An embodiment of the present disclosure also provides a computer-readable storage medium having a computer program stored thereon. When the program is executed by a processor, the method for suppressing steering wheel vibration of an assisted driving function based on angle control provided in any of the above embodiments is implemented.

[0073] The readable storage medium may include, but is not limited to, a portable disk, a hard disk, a random access memory, a read-only memory, an erasable programmable read-only memory, an optical storage device, a magnetic storage device, or any suitable combination thereof.

[0074] Example 5

[0075] An embodiment of the present disclosure further provides a computer program product, including a computer program, which, when executed by a processor, implements a steering wheel vibration suppression method for an assisted driving function based on angle control provided in any of the above embodiments.

[0076] The program code for executing the computer program product of the present disclosure may be written in any combination of one or more programming languages, and the program code may be executed entirely on the user device, partially on the user device, as a standalone software package, partially on the user device and partially on a remote device, or entirely on the remote device.

[0077] Although the specific embodiments of the present disclosure have been described above, those skilled in the art will appreciate that these are merely illustrative and that various changes or modifications may be made to these embodiments without departing from the principles and essence of the present disclosure. Therefore, the scope of protection of the present disclosure is defined by the appended claims.

Claims

1. A method for suppressing steering wheel jitter of an assisted driving function based on angle control, characterized in that, It includes the following steps: Step 1: Perform spectral analysis on the fluctuating hand force T TBT to find the steering wheel jitter frequency ω that causes the steering wheel to shake n , and use a second-order notch filter to filter the steering wheel jitter frequency ω n . Use the filtered rack speed for angle closed-loop control. The formula for the second-order notch filter is d is the notch depth and ω0 is the notch center frequency, is the damping coefficient related to the notch bandwidth ω C Let s = ωj, where s is the complex frequency, j is the imaginary unit, and ω is the motor rotor speed. The optimization formula for the second-order notch filter is The amplitude-phase calculation of the second-order notch filter is where A represents the amplitude-frequency of the second-order notch filter, Represent the phase-frequency characteristic of the second-order notch filter; Step 2: According to the optimization formula of the second-order notch filter, make the notch center frequency ω0 consistent with the steering wheel jitter frequency ω n At this time, the maximum attenuation multiple of the center frequency band is |H(jω n )| = |d|, and the center notch depth is D = 20lg|H(jω)| == 20lg|d|, where |d| < 1; Step 3, according to Set d of the second-order notch filter, ω C is the notch bandwidth and phase margin And the phase margin PM > 45°; Step 4, the delay amount of the phase delay generated after introducing the second-order notch filter is Step 5: Use an advanced phase compensator to perform phase compensation on the phase delay. The transfer function of the phase compensator is α > 1, T is the cut-off frequency at the pole, α is the proportionality coefficient of the compensator, and the compensation point frequency passing through the phase compensator satisfies Let \(s = \omega j\), and the transfer function of the phase compensator is optimized to α > 1, the phase-frequency of the phase compensator is The second-order notch filter and the phase compensator satisfy Among them, Then: Among them, Then, according to the phase compensator formula Design a phase compensator; Step 6: Filter and phase-compensate the jitter of the actual magnetic stripe speed according to the second-order notch filter and phase compensator designed based on the optimization formula of the second-order notch filter and the transfer function of the phase compensator; Step 7: Perform double closed-loop control on the processed magnetic stripe speed and magnetic stripe position to obtain the desired motor force; Step 8: Superimpose the desired motor force and the actual assistance to obtain the final motor force and input it to the motor to control the motor and achieve jitter suppression.

2. The method for suppressing the steering wheel shake of an assisted driving function based on angle control according to claim 1, wherein, The specific steps of step 7 are as follows: In the actual working condition, the host computer calculates the angle that the steering gear needs to rotate According to its transmission ratio, the desired magnetic stripe position is calculated Perform outer-loop PI control with the actual magnetic stripe position p to output the desired magnetic stripe speed Perform inner-loop PI control with the actual magnetic stripe speed v′ after removing the jitter part to obtain the corresponding desired motor force 3. The method for suppressing the steering wheel jitter of an assisted driving function based on angle control according to claim 2, wherein The actual magnetic stripe speed v′ after removing the jitter part is the magnetic stripe speed after processing the jitter part based on the actual magnetic stripe speed v.

4. A steering wheel jitter suppression system for an assisted driving function based on angle control, characterized in that, The steering wheel jitter suppression system includes a spectrum analysis module, a notch processing module, a phase compensation module, a jitter amount processing module, a closed-loop control module, and a motor control module; The spectrum analysis module is used to perform spectrum analysis on the fluctuating hand force T TBT to find the steering wheel jitter frequency ω that causes the steering wheel to shake n , and use a second-order notch filter to filter the steering wheel jitter frequency ω n , and perform angle closed-loop control using the filtered rack speed. The formula for the second-order notch filter is d is the notch depth, and ω0 is the notch center frequency. For the damping coefficient related to the notch bandwidth ω C Let s = ωj, where s is the complex frequency, j is the imaginary unit, and ω is the rotational speed of the motor rotor. The optimization formula for the second-order notch filter is The amplitude-phase calculation of the second-order notch filter is where A represents the amplitude-frequency of the second-order notch filter, Represent the phase-frequency characteristic of the second-order notch filter; The notch processing module is used to make the notch center frequency ω0 consistent with the steering wheel jitter frequency ω according to the optimization formula of the second-order notch filter. n At this time, the maximum attenuation multiple of the center frequency band is |H(jω n )| = |d|, and the center notch depth is D = 20lg|H(jω)| == 20lg|d|, where |d| < 1; The notch processing module is further configured to, according to Set d of the second-order notch filter, ω C is the notch bandwidth and phase margin And the phase margin PM > 45°; The notch processing module is further configured to introduce a second-order notch filter, and the delay amount of the phase delay generated thereby is The phase compensation module is used to perform phase compensation on the phase delay by using a lead phase compensator, and the transfer function of the phase compensator is α > 1, T is the cut-off frequency at the pole, α is the proportionality coefficient of the compensator, and the compensation point frequency through the phase compensator satisfies Let \(s = \omega j\), and the transfer function of the phase compensator is optimized to α > 1, the phase-frequency of the phase compensator is The second-order notch filter and the phase compensator satisfy Among them, Then: Among them, Then, according to the phase compensator formula Design a phase compensator; The jitter amount processing module is used to filter and phase-compensate the jitter of the actual magnetic stripe speed according to the second-order notch filter and phase compensator designed based on the optimization formula of the second-order notch filter and the transfer function of the phase compensator; The closed-loop control module is used to perform double closed-loop control on the processed magnetic stripe speed and magnetic stripe position to obtain the desired motor force; The motor control module is used to superimpose the desired motor force and the actual assistance to obtain the final motor force and input it to the motor to control the motor and achieve jitter suppression.

5. The steering wheel jitter suppression system for an assisted driving function based on angle control according to claim 4, characterized in that, The closed-loop control module is also used to calculate the angle that the steering gear needs to rotate in the actual working condition by the host computer Calculate the required expected magnetic stripe position according to its transmission ratio Perform outer-loop PI control with the actual magnetic stripe position p to output the expected magnetic stripe speed Perform inner-loop PI control with the actual magnetic stripe speed v′ after removing the jitter part to obtain the corresponding expected motor force 6. The steering wheel jitter suppression system for an assisted driving function based on angle control according to claim 5, wherein, The actual magnetic stripe speed v′ after removing the jitter part is the magnetic stripe speed after processing the jitter part based on the actual magnetic stripe speed v.

7. An electronic device, comprising a memory, a processor, and a computer program stored in the memory and adapted to run on the processor, wherein, When the processor executes the computer program, it implements the steering wheel jitter suppression method of an assisted driving function based on angle control according to any one of claims 1 to 3.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steering wheel jitter suppression method of an assisted driving function based on angle control according to any one of claims 1 to 3.

9. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the steering wheel jitter suppression method of an assisted driving function based on angle control according to any one of claims 1 to 3.

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