CN110606122A - Steering transmission ratio determination method and device - Google Patents
Steering transmission ratio determination method and device Download PDFInfo
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- CN110606122A CN110606122A CN201910936914.1A CN201910936914A CN110606122A CN 110606122 A CN110606122 A CN 110606122A CN 201910936914 A CN201910936914 A CN 201910936914A CN 110606122 A CN110606122 A CN 110606122A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/06—Power-assisted or power-driven steering fluid, i.e. using a pressurised fluid for most or all the force required for steering a vehicle
- B62D5/09—Power-assisted or power-driven steering fluid, i.e. using a pressurised fluid for most or all the force required for steering a vehicle characterised by means for actuating valves
- B62D5/091—Hydraulic steer-by-wire systems, e.g. the valve being actuated by an electric motor
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Abstract
The invention discloses a method and a device for determining a steering transmission ratio, belonging to the field of automobiles. The obtained corresponding steering transmission ratio is different due to the fact that the transmission ratio under the fixed yaw angular velocity gain and the transmission ratio under the fixed lateral acceleration gain which correspond to different driving types are different, so that the steering of the steer-by-wire system is closer to the intention and the driving style of a driver, and the change of two parameters is balanced according to the transmission ratio under the fixed yaw angular velocity gain and the transmission ratio under the fixed lateral acceleration gain, so that the steering stability is improved from two aspects, and the requirements of the driver are met.
Description
Technical Field
The invention relates to the field of automobiles, in particular to a steering transmission ratio determining method and device.
Background
The steering system is one of the key parts of the automobile, and a driver controls the moving direction of the automobile through the steering system, so the design quality of the steering system directly influences the driving safety, the operation stability and the driving comfort of the automobile. The steer-by-wire system cancels the mechanical connection between the steering wheel and the steering wheel, only inputs the steering angle signal instruction of the steering wheel to the vehicle, and controls the front wheel to steer through the actuator according to the steering angle signal of the steering wheel, the current vehicle running state and other information, and has simple structure and convenient arrangement.
The steering transmission ratio is the ratio of the steering wheel angle and the wheel angle. In a conventional steering system, a steering wheel and front wheels are mechanically connected, a steering transmission ratio is fixed, and a driver's input command is always transmitted in the same manner. The conventional steer-by-wire system has a fixed transmission ratio of the conventional steering system, and the steering transmission ratio of the conventional steer-by-wire system is a fixed value, so that the design flexibility of the steer-by-wire system is limited.
Disclosure of Invention
The embodiment of the invention provides a steering transmission ratio determining method and device, which can improve the design flexibility of a steer-by-wire system and adapt to the characteristics of different drivers.
According to a first aspect of an embodiment of the present disclosure, there is provided a steering gear ratio determination method including:
acquiring steering parameters of a driver;
determining the driving type of the driver according to the steering parameter of the driver;
determining a transmission ratio under a fixed yaw rate gain and a transmission ratio under a fixed lateral acceleration gain according to the driving types, wherein at least one of the transmission ratio under the fixed yaw rate gain and the transmission ratio under the fixed lateral acceleration gain corresponding to different driving types is different;
and determining a steering transmission ratio according to the transmission ratio under the fixed yaw angular velocity gain and the transmission ratio under the fixed lateral acceleration gain.
In one possible implementation manner of the first aspect, the determining, according to the driving style, a gear ratio at a fixed yaw-rate gain and a gear ratio at a fixed lateral acceleration gain includes:
acquiring a first mapping relation and a second mapping relation, wherein the first mapping relation is a mapping relation between a driving type and a transmission ratio coefficient under a fixed yaw angular velocity gain, and the second mapping relation is a mapping relation between the driving type and the transmission ratio coefficient under a fixed lateral acceleration gain;
determining a first transmission ratio coefficient and a second transmission ratio coefficient according to the first mapping relation and the second mapping relation, wherein the first transmission ratio coefficient is a transmission ratio coefficient under a fixed yaw angular velocity gain corresponding to the driving type of the driver, and the second transmission ratio coefficient is a transmission ratio coefficient under a fixed lateral acceleration gain corresponding to the driving type of the driver;
and determining the transmission ratio under the fixed yaw rate gain and the transmission ratio under the fixed lateral acceleration gain according to the first transmission ratio coefficient and the second transmission ratio coefficient.
In a possible implementation manner of the first aspect, the transmission ratio at the fixed yaw rate gain and the transmission ratio at the fixed lateral acceleration gain are respectively determined by using the following formulas:
in the formula: i.e. iwrIs the transmission ratio at a fixed yaw rate gain; deltahIs the steering wheel angle; deltafIs a front wheel corner; u is the vehicle speed; m is the mass of the whole vehicle; l is the tire footprint length; a is the distance from the center of mass of the vehicle to the front axle; b is the distance from the center of mass of the vehicle to the rear axle; cfFront tire cornering stiffness; crRear tire cornering stiffness; cwrIs the first gear ratio coefficient;
in the formula: i.e. iayIs the transmission ratio at a fixed lateral acceleration gain; deltahIs the steering wheel angle; deltafIs a front wheel corner; u is the vehicle speed; m is the mass of the whole vehicle; l is the tire footprint length; a is the distance from the center of mass of the vehicle to the front axle; b is the distance from the center of mass of the vehicle to the rear axle; cfFront tire cornering stiffness; crRear tire cornering stiffness; cayIs the second gear ratio coefficient.
In a possible implementation manner of the first aspect, the determining a steering gear ratio according to the gear ratio at the fixed yaw rate gain and the gear ratio at the fixed lateral acceleration gain includes:
and determining the average value of the transmission ratio under the fixed yaw angular velocity gain and the transmission ratio under the fixed lateral acceleration gain as the steering transmission ratio.
In a possible implementation manner of the first aspect, the determining the driving type of the driver according to the steering parameter of the driver includes:
inputting the steering parameters of the driver into an error back propagation algorithm neural network to obtain the driving type of the driver, wherein the error back propagation algorithm neural network is obtained by training in the following way:
acquiring steering parameters of a plurality of testers;
clustering the steering parameters of the plurality of testers to obtain a clustering result;
determining the driving type of each tester according to the clustering result;
and training the error back propagation algorithm neural network by adopting the steering parameters of the testers and the driving type.
According to a second aspect of the embodiments of the present disclosure, there is provided a steering transmission ratio determination device including:
the acquisition module is used for acquiring steering parameters of a driver;
the driving type determining module is used for determining the driving type of the driver according to the steering parameters of the driver;
the first transmission ratio determining module is used for determining a transmission ratio under a fixed yaw rate gain and a transmission ratio under a fixed lateral acceleration gain according to the driving types, and at least one of the transmission ratio under the fixed yaw rate gain and the transmission ratio under the fixed lateral acceleration gain corresponding to different driving types is different;
and the second transmission ratio determining module is used for determining a steering transmission ratio according to the transmission ratio under the fixed yaw angular velocity gain and the transmission ratio under the fixed lateral acceleration gain.
In one possible implementation manner of the second aspect, the first gear ratio determination module includes:
the obtaining submodule is used for obtaining a first mapping relation and a second mapping relation, wherein the first mapping relation is a mapping relation between a driving type and a transmission ratio coefficient under a fixed yaw angular velocity gain, and the second mapping relation is a mapping relation between the driving type and the transmission ratio coefficient under a fixed lateral acceleration gain;
the first determining submodule is used for determining a first transmission ratio coefficient and a second transmission ratio coefficient according to the first mapping relation and the second mapping relation, wherein the first transmission ratio coefficient is a transmission ratio coefficient under a fixed yaw angular velocity gain corresponding to the driving type of the driver, and the second transmission ratio coefficient is a transmission ratio coefficient under a fixed lateral acceleration gain corresponding to the driving type of the driver;
and the second determining submodule is used for determining the transmission ratio under the fixed yaw angular velocity gain and the transmission ratio under the fixed lateral acceleration gain according to the first transmission ratio coefficient and the second transmission ratio coefficient.
In one possible implementation of the second aspect, the second determination sub-module determines the gear ratio at the fixed yaw rate gain and the gear ratio at the fixed lateral acceleration gain, respectively, using the following equations:
in the formula: i.e. iwrIs the transmission ratio at a fixed yaw rate gain; deltahIs the steering wheel angle; deltafIs a front wheel corner; u is the vehicle speed; m is the mass of the whole vehicle; l is the tire footprint length; a is the distance from the center of mass of the vehicle to the front axle; b is the distance from the center of mass of the vehicle to the rear axle; cfFront tire cornering stiffness; crRear tire cornering stiffness; cwrIs the first gear ratio coefficient;
in the formula: i.e. iayIs the transmission ratio at a fixed lateral acceleration gain; deltahIs the steering wheel angle; deltafIs a front wheel corner; u is the vehicle speed; m is the mass of the whole vehicle; l is the tire footprint length; a is the distance from the center of mass of the vehicle to the front axle; b is the distance from the center of mass of the vehicle to the rear axle; cfFront tire cornering stiffness; crRear tire cornering stiffness; cayIs the second gear ratio coefficient.
In one possible implementation manner of the second aspect, the second transmission ratio determination module is configured to determine an average of the transmission ratio at the fixed yaw rate gain and the transmission ratio at the fixed lateral acceleration gain as the steering transmission ratio.
According to a third aspect of the embodiments of the present disclosure, there is provided a steering transmission ratio determination device including: a processor; a memory configured to store processor-executable instructions; wherein the processor is configured to perform the steering gear ratio determination method described above.
According to a fourth aspect of embodiments of the present disclosure, there is provided a computer-readable storage medium having instructions which, when executed by a processor of a steering gear ratio determination device, enable the steering gear ratio determination device to perform the steering gear ratio determination method as claimed above.
The technical scheme provided by the embodiment of the invention has the beneficial effects that at least:
according to different driving types, the driving characteristics of the current driver are identified, and the transmission ratio under the fixed yaw angular velocity gain, the transmission ratio under the fixed lateral acceleration gain and the corresponding steering transmission ratio are determined according to the driving types. The obtained corresponding steering transmission ratio is different due to the fact that the transmission ratio under the fixed yaw angular velocity gain and the transmission ratio under the fixed lateral acceleration gain which correspond to different driving types are different, so that the steering of the steer-by-wire system is closer to the intention and the driving style of a driver, and the change of two parameters is balanced according to the transmission ratio under the fixed yaw angular velocity gain and the transmission ratio under the fixed lateral acceleration gain, so that the steering stability is improved from two aspects, and the requirements of the driver are met.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a steer-by-wire system according to an embodiment of the present invention;
FIG. 2 is a flow chart of a steering gear ratio determination method provided by an embodiment of the present invention;
FIG. 3 is a flow chart of a steering gear ratio determination method provided by an embodiment of the present invention;
FIG. 4 is a typical two-layer BP neural network structure model;
fig. 5 is a block diagram showing a structure of a steering transmission ratio determining apparatus according to an embodiment of the present invention;
fig. 6 is a block diagram of a steering gear ratio determination apparatus provided by an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
Fig. 1 is a schematic structural diagram of a steer-by-wire system according to an embodiment of the present invention. As shown in fig. 1, the steer-by-wire system includes a steering control module 100, a steering mechanism module 200, an ECU (Electronic control unit) 300, an on-vehicle sensor 400, and an electrohydraulic power module 500.
The steering control module 100 includes a steering wheel 110, a steering column 120, and a road-sensing motor 130 connected in sequence. The steering wheel 110 is used for a driver to input a steering signal, and the steering column 120 rotates with the steering wheel 110. The road sense motor 130 is used for simulating the road sense of the automobile in the running process and feeding back the road sense to the driver.
The steering mechanism module 200 includes a rotation angle motor 210, a rack and pinion mechanism 220, a tie rod 230, and wheels 240, which are connected in sequence. In the steer-by-wire system, the mechanical connection between the steering control module 100 and the steering mechanism module 200 is eliminated, and the steering mechanism module 200 is controlled by the ECU300 to achieve wheel steering. The ECU300 controls the rotation angle motor 210 to work, and the rotation angle motor 210 drives the tie rod 230 to move through the rack-and-pinion mechanism 220, so as to drive the wheels 240 to deviate in direction.
The on-vehicle sensors 400 include a rotation angle sensor 410, a torque sensor 420, a vehicle speed sensor, a yaw rate sensor, a lateral acceleration sensor, a current sensor, and the like, which CAN transmit parameters to the ECU300 through a Controller Area Network (CAN) bus of the vehicle. The rotation angle sensor 410 is mounted on the steering column 120 and is used for detecting the rotation angle of the steering wheel, and the torque sensor 420 is mounted on the rack-and-pinion mechanism 220 and is used for detecting the torque transmitted to the gear by the rotation angle motor 210.
The electrohydraulic servo module 500 comprises a hydraulic oil tank 510, a hydraulic pump 520, an overflow valve 530, a servo motor 540, a rotary valve 550, a hydraulic cylinder 560 and the like; the hydraulic oil tank 510 is connected to the hydraulic pump 520, the rotary valve 550, and the hydraulic cylinder 560 in this order, and the assist motor 540 directly drives the hydraulic pump 520, and the hydraulic oil reaches the hydraulic cylinder 560 through the rotary valve 550. By adjusting the rotary valve 550, the thrust of the hydraulic cylinder 560 can be adjusted, thereby providing assistance to the rotation of the wheel 240. Relief valve 530 is connected in parallel with hydraulic pump 520 and opens when hydraulic line pressure exceeds a certain threshold, allowing hydraulic oil to flow back into hydraulic tank 510.
The ECU300 is used for acquiring steering parameters of a driver and identifying and determining the driving type of the driver according to the steering parameters of the driver; the steering gear ratio is then determined according to the driving style. The ECU300 is further configured to calculate an additional rotation angle signal according to the obtained steering transmission ratio and the steering wheel rotation angle, determine and output a current control signal of the rotation angle motor 210 according to the additional rotation angle signal, calculate steering resistance according to the vehicle speed, the steering wheel rotation angle, and the steering transmission ratio, obtain a required hydraulic power assistance, calculate a rotation speed of the power-assisted motor 540 accordingly, and output a current control signal of the power-assisted motor 540.
Fig. 2 is a flowchart of a steering gear ratio determination method according to an embodiment of the present invention. As shown in fig. 2, the steering gear ratio determination method is applied to an ECU300 of a steer-by-wire system, the method including:
step 101: steering parameters of a driver are acquired.
The steering parameters may include a maximum steering wheel angle through a turning point, a maximum steering wheel angular velocity, a vehicle speed at the maximum steering wheel angle, a yaw rate, a lateral acceleration, and an average vehicle speed.
In practical application, the steering wheel angle, the steering wheel angular speed, the vehicle speed, the yaw angular speed and the lateral acceleration of a driver passing through a turning point can be obtained in real time through the vehicle-mounted sensors, and then processed by the ECU300, so that the maximum steering wheel angle, the maximum steering wheel angular speed and the vehicle speed, the yaw angular speed, the lateral acceleration and the average vehicle speed of the driver passing through the turning point are determined.
Step 102: and determining the driving type of the driver according to the steering parameters of the driver.
Driving types include, but are not limited to, discreet type, normal type, and aggressive type, among others. Different driving types can adopt different numerical expressions, such as 1 for cautious type, 2 for common type and 3 for aggressive type.
Illustratively, in this step 102, a neural network may be employed to determine the driving type of the driver. The neural network may be a bp (backpropagation) neural network. According to the embodiment of the invention, on the basis of the general BP neural network, the input is set as the steering parameter, the output is set as the driving type of the driver, and the driving type of the driver can be determined.
Step 103: and determining a transmission ratio under the fixed yaw rate gain and a transmission ratio under the fixed lateral acceleration gain according to the driving types, wherein at least one of the transmission ratios under the fixed yaw rate gain and the fixed lateral acceleration gain corresponding to different driving types is different.
In step 103, the yaw rate is the yaw angle of the vehicle around the vertical axis per unit time, and the yaw rate gain is the ratio of the yaw rate to the front wheel turning angle. The lateral acceleration is an acceleration in the vehicle width direction, and is an acceleration due to a centrifugal force generated when the vehicle is running while turning. The lateral acceleration gain is the ratio of the lateral acceleration at the vehicle's center of mass to the front wheel angle.
The front wheel corner is an angle formed by a central line when the front wheel of the automobile is steered and the front wheel of the automobile does not deflect.
Step 104: and determining the steering transmission ratio according to the transmission ratio under the fixed yaw angular velocity gain and the transmission ratio under the fixed lateral acceleration gain.
The steering transmission ratio is determined according to the transmission ratio under the fixed yaw angular velocity gain and the transmission ratio under the fixed lateral acceleration gain, and the change of the two parameters can be balanced, so that the steering stability is improved, and the requirement of the controllability of a driver is met.
In the embodiment of the invention, the driving characteristics of the current driver are identified according to different driving types, and the transmission ratio under the fixed yaw angular velocity gain, the transmission ratio under the fixed lateral acceleration gain and the corresponding steering transmission ratio are determined according to the driving types. Due to the fact that the transmission ratio under the fixed yaw angular velocity gain and the transmission ratio under the fixed lateral acceleration gain corresponding to different driving types are different, the obtained corresponding steering transmission ratio is different, the steering of the steer-by-wire system is enabled to be closer to the intention and the driving style of a driver, the driving feeling of the driver is further improved, and the driving comfort is improved. Meanwhile, the change of the two parameters is balanced according to the transmission ratio under the fixed yaw angular velocity gain and the transmission ratio under the fixed lateral acceleration gain, so that the steering stability is improved from two aspects, and the requirements of a driver are met.
Fig. 3 is a flowchart of a steering gear ratio determination method according to an embodiment of the present invention. As shown in fig. 3, the steering gear ratio determination method is applied to an ECU300 of a steer-by-wire system, the method including:
step 201: steering parameters of a plurality of test persons are obtained.
In order to ensure the training effect of the parameters of the neural network, the steering parameters of a plurality of testers are generally acquired for training. For example, 6000 drivers (average driving age 4 years, half of men and women) with drivers' licenses are selected as testers, and a simulated driving test is performed under the condition of good physiological and psychological states to obtain steering parameters of a plurality of testers.
In the simulation driving test, a test road has 5 turning points, and during the test, a tester carries out steering operation according to own driving habits, and records the steering operation behaviors of the relevant tester at each turning point and the motion state of the vehicle. Wherein the steering parameters characterizing the steering operation behavior may include: maximum steering wheel angle, maximum steering wheel angular velocity; the steering parameters characterizing the vehicle motion state may include: vehicle speed at the maximum steering wheel angle, yaw rate, lateral acceleration, and average vehicle speed over the period of time that the turning point is passed.
Step 202: and clustering the acquired steering parameters to obtain a clustering result.
Clustering is to divide samples into different groups according to the similarity among the samples in the data set, wherein the samples in the same group have larger similarity, and the samples in different groups have smaller similarity.
In this step 202, for each steering parameter, N cluster centers are selected, the number of which is equal to the number of types of driving types.
Illustratively, if the driving types of the driver are classified into a cautious type, a normal type, and an aggressive type, the number of the cluster centers is selected to be 3, respectively corresponding to 3 different driving types. For the steering parameters obtained in the simulated driving test, the clustering input is the above 6 steering parameters, and the clustering output is 18 data sets. That is, the clustering result for each steering parameter includes 3 data sets. For example, a plurality of data of the maximum steering wheel angle are clustered into 3 data sets, respectively corresponding to 3 different driving types.
In some embodiments, the clustering of the steering parameters may be accomplished using a hard clustering method (K-means).
Step 203: and determining the driving type of the driver according to the clustering result.
In step 203, the driving style of the driver is determined according to the clustering result for the steering parameters obtained in the simulation driving test. Optionally, a tester is selected to count 30 steering parameters in total at 5 turning points and 6 steering parameters of each turning point. And comparing each steering parameter with the parameter of the cluster center of the corresponding steering parameter, and determining the type of the driver corresponding to each steering parameter. And defining the type of the whole steering parameters corresponding to the large proportion as the driving type of the tester.
For example, if 18 of 30 steering parameters of a certain test person are in accordance with the cautious type, 10 are in accordance with the ordinary type, and 2 are in accordance with the aggressive type, the cautious type of the test person has a larger proportion than the other types of the test person, so that the driving type is determined to be cautious.
Step 204: and training the neural network by adopting the steering parameters and driving types of a plurality of testers.
In some embodiments, the data obtained in the simulated driving test may be divided into two parts, one part being used as a training sample for the neural network and the other part being used as a testing sample for testing the neural network.
Fig. 4 is a typical two-layer BP neural network structure model, as shown in fig. 4, where the input vector x ═ x (x)1，x2….xi) Entering an input layer containing one neuron, wherein the hidden layer comprises k neurons, the output layer comprises m neurons, and an output vector is y ═ y1，y2….ym). The weight of the input layer in the hidden layer is omega1The weight from the hidden layer to the output layer is omega2The threshold θ that should be present in the network is the same as the weight ω, and is not separately shown in the figure.
The learning process of the BP neural network can be divided into two processes:
the forward transmission of information, firstly, the input information is processed step by each layer of neuron, and the output layer outputs the information;
and (3) the error is propagated reversely, and the network adjusts the weight omega and the threshold theta of the network based on a gradient descent method so that the mean square error between the actual output and the expected output of the artificial neural network is reduced to be within a certain error range.
It should be noted that steps S201 to S203 are optional steps, and the training of the parameters of the neural network can be implemented through steps S201 to S203.
Step 205: steering parameters of a driver are acquired.
In this step 205, the steering parameters of the driver during normal driving are acquired. The steering parameters may include: maximum steering wheel angle, maximum steering wheel angular velocity, and vehicle speed at the maximum steering wheel angle, yaw rate, lateral acceleration, and average vehicle speed.
In practical application, the steering wheel angle, the steering wheel angular speed, the vehicle speed, the yaw angular speed and the lateral acceleration of a driver passing through a turning point can be obtained in real time through the vehicle-mounted sensors, and then the maximum steering wheel angle, the maximum steering wheel angular speed and the vehicle speed, the yaw angular speed, the lateral acceleration and the average vehicle speed of the maximum steering wheel angle of the driver passing through the turning point are determined through calculation of the ECU 300.
Step 206: and determining the driving type of the driver according to the steering parameters of the driver.
And forming an input vector by the steering parameters of the driver, inputting the input vector into a neural network, wherein the output result of the neural network is the probability of the driver belonging to each type, and the type with the highest probability is the driving type of the driver.
Step 207: and determining a transmission ratio under the fixed yaw angular velocity gain and a transmission ratio under the fixed lateral acceleration gain according to the driving types, wherein the transmission ratios under the fixed yaw angular velocity gain and the fixed lateral acceleration gain corresponding to different driving types are different.
Here, the yaw rate refers to a yaw angle of the vehicle around a vertical axis per unit time, and the yaw rate gain refers to a ratio of the yaw rate to a front wheel turning angle. The desired yaw-rate gain is one of the important indicators for evaluating the performance of the steering system. If the yaw rate is too low, it indicates that the vehicle's response is too sluggish relative to the steering wheel input; if the yaw rate is too great, the vehicle will react too quickly and be difficult to control.
A vehicle having ideal steering characteristics must satisfy the following conditions:
1) when the vehicle is steered at a constant speed, the gain of the expected yaw velocity relative to the steering wheel angle is kept to be a certain value as much as possible, namely the ratio of the steering wheel angle to the expected yaw velocity is kept consistent, so that when the steering wheel rotates by a unit angle, the variation of the yaw velocity is changed in proportion to the rotation angle of the steering wheel, and the control of a driver is facilitated;
2) the desired yaw rate should decrease with increasing vehicle speed and the value must be within a reasonable range.
Here, the lateral acceleration is an acceleration in a direction perpendicular to the vehicle traveling direction, and is an acceleration due to a centrifugal force generated when the vehicle travels while turning. The lateral acceleration gain is the ratio of the lateral acceleration at the vehicle's center of mass to the front wheel angle. The expected lateral acceleration gain is also an important index for evaluating the performance of the steering system, and in order to ensure the driving stability, the steering characteristic of the automobile needs to be ensured not to change along with the change of the speed of the automobile, and the expected lateral acceleration gain is a fixed value when the automobile is supposed to do constant-speed circular motion.
In an implementation manner of this embodiment, the step S207 may include:
step 2071: and acquiring a first mapping relation and a second mapping relation, wherein the first mapping relation is a mapping relation between the driving type and the transmission ratio coefficient under the fixed yaw angular velocity gain, and the second mapping relation is a mapping relation between the driving type and the transmission ratio coefficient under the fixed lateral acceleration gain.
In practice, the ECU300 may store the first mapping relationship and the second mapping relationship in advance so as to be easily obtained when calculating the steering gear ratio, thereby improving the speed of determination of the steering gear ratio.
In some embodiments, the first mapping and the second mapping may be determined according to a simulated driving test.
According to the simulation driving test, the yaw rates corresponding to different driver types (i.e., the yaw rate values corresponding to the cluster centers of the yaw rates corresponding to different driver types) can be determined. The ratio of the yaw rate to the corresponding front wheel rotation angle is a yaw rate gain, and the ratio of the transmission ratio of the test vehicle to the yaw rate gain is the value of the transmission ratio coefficient under the fixed yaw rate gain corresponding to the driving type.
Determining the mapping relation between the driving type and the transmission ratio coefficient under the fixed yaw rate gain through simulation driving test and calculation, namely the first mapping relation is as follows: the gear ratio coefficient under the discreet type fixed yaw angular velocity gain is 3.5, the gear ratio coefficient under the normal type fixed yaw angular velocity gain is 4.5, and the gear ratio coefficient under the aggressive type fixed yaw angular velocity gain is 5.5.
According to the simulation driving test, the lateral acceleration corresponding to different driver types (namely, the lateral acceleration value corresponding to the clustering center of the lateral acceleration corresponding to different driver types) can be determined. The ratio of the lateral acceleration to the corresponding front wheel corner is the lateral acceleration gain, and the ratio of the transmission ratio of the test vehicle to the lateral acceleration gain is the value of the transmission ratio coefficient under the fixed lateral acceleration gain corresponding to the driving type.
And determining a mapping relation between the driving type and the transmission ratio coefficient under the fixed lateral acceleration gain through simulation driving test and calculation, namely a second mapping relation is as follows: the ratio coefficient for the discreet fixed lateral acceleration gain is 3, the ratio coefficient for the normal fixed lateral acceleration gain is 3.5, and the ratio coefficient for the aggressive fixed lateral acceleration gain is 4.
Step 2072: and determining a first transmission ratio coefficient and a second transmission ratio coefficient according to the first mapping relation and the second mapping relation.
The first transmission ratio coefficient is a transmission ratio coefficient under a fixed yaw angular velocity gain corresponding to the driving type of the driver, and the second transmission ratio coefficient is a transmission ratio coefficient under a fixed lateral acceleration gain corresponding to the driving type of the driver.
And determining values of the first transmission ratio coefficient and the second transmission ratio coefficient according to the driving type of the driver obtained in the step 206 and the first mapping relation and the second mapping relation obtained in the step 2071.
For example, if the driving style of the driver obtained in step 205 is a normal type, the first gear ratio coefficient is determined to be 4.5 and the second gear ratio coefficient is determined to be 3.5, based on the map in step 2061.
Step 2073: and determining a transmission ratio at the fixed yaw-rate gain and a transmission ratio at the fixed lateral acceleration gain according to the first transmission ratio coefficient and the second transmission ratio coefficient.
In some embodiments, the gear ratio at a fixed yaw rate gain is the ratio of steering wheel angle to front wheel angle. Assuming that the desired yaw rate gain is a fixed value at any vehicle speed and steering wheel angle, a gear ratio at the fixed yaw rate gain can be obtained as:
wherein iwrIs the transmission ratio at a fixed yaw rate gain; deltahIs the steering wheel angle; deltafIs a front wheel corner; u is the vehicle speed; m is the mass of the whole vehicle; l is the tire footprint length; a is the distance from the center of mass of the vehicle to the front axle; b is the distance from the center of mass of the vehicle to the rear axle; cfFront tire cornering stiffness; crRear tire cornering stiffness; cwrIs the first gear ratio coefficient.
Illustratively, yaw rate, front wheel angle, steering wheel angle, and vehicle speed may be obtained by corresponding sensors; the vehicle mass, the tire footprint length, the distance from the vehicle center of mass to the front axle, the distance from the vehicle center of mass to the rear axle, the front tire cornering stiffness and the rear tire cornering stiffness are fixed values for the vehicle and can be obtained through measurement; for different types of drivers, different first gear ratio coefficients may be set to accommodate different types of drivers.
In some embodiments, the gear ratio at a fixed lateral acceleration gain is the steering wheel angle δhAngle delta to front wheelfThe ratio of (a) to (b). Assuming that the automobile does constant speed circular motion, the desired lateral acceleration gain ay/δfFor a fixed value, the transmission ratio at a fixed lateral acceleration gain can be obtained as:
wherein iayIs the transmission ratio at a fixed lateral acceleration gain; deltahIs the steering wheel angle; deltafIs a front wheel corner; u is the vehicle speed; m is the mass of the whole vehicle; l is the tire footprint length; a is the distance from the center of mass of the vehicle to the front axle; b is the distance from the center of mass of the vehicle to the rear axle; cfFront tire cornering stiffness; crRear tire cornering stiffness; cayA second gear ratio coefficient.
For example, lateral acceleration at the vehicle center of mass, front wheel rotation, and vehicle speed may be obtained by corresponding sensors; the vehicle mass, the tire footprint length, the distance from the vehicle center of mass to the front axle, the distance from the vehicle center of mass to the rear axle, the front tire cornering stiffness and the rear tire cornering stiffness are fixed values for the vehicle and can be obtained through measurement; for different types of drivers, different second gear ratio coefficients may be set to accommodate different types of drivers.
Step 208: and determining the average value of the transmission ratio under the fixed yaw rate gain and the transmission ratio under the fixed lateral acceleration gain as the steering transmission ratio.
Wherein i is a steering transmission ratio; i.e. iwrIs the transmission ratio at a fixed yaw rate gain; i.e. iayThe transmission ratio at fixed lateral acceleration gain.
The yaw rate gain and the lateral acceleration gain are singly used for determining the transmission ratio, and only one gain can be ensured to be unchanged.
Referring to fig. 1, an additional steering angle signal is calculated according to the obtained steering transmission ratio and the steering wheel angle, and a current control signal of the steering angle motor 210 is determined and output according to the additional steering angle signal to control the steering angle motor 210. The steering resistance is calculated according to the vehicle speed, the steering wheel rotation angle and the steering transmission ratio to obtain the required hydraulic power assistance, so that the rotation speed of the power-assisted motor 540 is calculated, a current control signal of the power-assisted motor 540 is output, and the power-assisted motor 540 is controlled.
In some embodiments, the design area may be divided into a low speed region and a medium high speed region because it is not sensitive to yaw rate and lateral acceleration at low speed. The low-speed area and the medium-high speed area are divided by taking 25km/h as a limit value, the low-speed area is an area with the vehicle speed less than 25km/h, and when the medium-high speed area is a area with the vehicle speed more than 25km/h, the transmission ratio can be determined as follows:
wherein idA steering gear ratio in a low speed region; i is the steering transmission ratio of the middle-high speed region; i.e. iwrIs the transmission ratio at a fixed yaw rate gain; i.e. iayThe transmission ratio at fixed lateral acceleration gain.
The steering transmission ratio is determined only in the middle-high speed region by using the method, so that the calculation load of the ECU300 can be reduced, and the requirement on the calculation capacity of the ECU300 can be reduced.
In the embodiment of the invention, the driving characteristics of the current driver are identified according to different driving types, and the transmission ratio under the fixed yaw angular velocity gain, the transmission ratio under the fixed lateral acceleration gain and the corresponding steering transmission ratio are determined according to the driving types. Due to the fact that the transmission ratio under the fixed yaw angular velocity gain and the transmission ratio under the fixed lateral acceleration gain corresponding to different driving types are different, the obtained corresponding steering transmission ratio is different, the steering of the steer-by-wire system is enabled to be closer to the intention and the driving style of a driver, the driving feeling of the driver is further improved, and the driving comfort is improved. Meanwhile, the change of the two parameters is balanced according to the transmission ratio under the fixed yaw angular velocity gain and the transmission ratio under the fixed lateral acceleration gain, so that the steering stability is improved from two aspects, and the requirements of a driver are met.
Fig. 5 is a block diagram showing a structure of a steering transmission ratio determining apparatus according to an embodiment of the present invention. As shown in fig. 5, the apparatus is adapted to a steer-by-wire system, including: the system comprises an acquisition module 601, a driving type determination module 602, a first gear ratio determination module 603, and a second gear ratio determination module 604.
The obtaining module 601 is used for obtaining steering parameters of a driver; the driving type determining module 602 is configured to determine a driving type of the driver according to the steering parameter of the driver; the first transmission ratio determining module 603 is configured to determine, according to the driving type, a transmission ratio at a fixed yaw rate gain and a transmission ratio at a fixed lateral acceleration gain, where at least one of the transmission ratios at the fixed yaw rate gain and the transmission ratios at the fixed lateral acceleration gain corresponding to different driving types are different; the second gear ratio determination module 604 is configured to determine a steering gear ratio based on a gear ratio at a fixed yaw-rate gain and a gear ratio at a fixed lateral acceleration gain.
Optionally, the first gear ratio determination module 603 comprises:
an obtaining submodule 6031 configured to obtain a mapping relationship between the driving style and a transmission ratio coefficient under a fixed yaw angular velocity gain and a mapping relationship between the driving style and a transmission ratio coefficient under a fixed lateral acceleration gain;
a first determination submodule 6032 for determining, according to the driving type of the driver, a gear ratio coefficient under a fixed yaw-rate gain and a gear ratio coefficient under a fixed lateral acceleration gain;
a second determination submodule 6033 is configured to determine a gear ratio at the fixed yaw-rate gain and a gear ratio at the fixed lateral acceleration gain from the gear ratio at the fixed yaw-rate gain and the gear ratio at the fixed lateral acceleration gain.
Alternatively, the second determination submodule determines the gear ratio at a fixed yaw-rate gain and the gear ratio at a fixed lateral acceleration gain using equations (1), (2), respectively.
Optionally, the second gear ratio determination module 604 is configured to determine the steering gear ratio as the average of the gear ratio at the fixed yaw-rate gain and the gear ratio at the fixed lateral acceleration gain.
Optionally, the driving type determining module 602 is configured to input the steering parameter of the driver into an error back propagation algorithm neural network to obtain the driving type of the driver, where the error back propagation algorithm neural network is obtained by training in the following manner:
acquiring steering parameters of a plurality of testers;
clustering the steering parameters of a plurality of testers to obtain a clustering result;
determining the driving type of each tester according to the clustering result;
and training the neural network by adopting the steering parameters and the driving types of the testers.
In the embodiment of the invention, the driving characteristics of the current driver are identified according to different driving types, and the transmission ratio under the fixed yaw angular velocity gain, the transmission ratio under the fixed lateral acceleration gain and the corresponding steering transmission ratio are determined according to the driving types. Due to the fact that the transmission ratio under the fixed yaw angular velocity gain and the transmission ratio under the fixed lateral acceleration gain corresponding to different driving types are different, the obtained corresponding steering transmission ratio is different, the steering of the steer-by-wire system is enabled to be closer to the intention and the driving style of a driver, the driving feeling of the driver is further improved, and the driving comfort is improved. Meanwhile, the change of the two parameters is balanced according to the transmission ratio under the fixed yaw angular velocity gain and the transmission ratio under the fixed lateral acceleration gain, so that the steering stability is improved from two aspects, and the requirements of a driver are met.
Fig. 6 is a block diagram of a steering transmission ratio determining apparatus 700, which may be a computer device, according to an embodiment of the present invention. Referring to fig. 6, the apparatus 700 may include one or more of the following components: a processor 701, a memory 702, a communication interface 703, and a bus 704.
The processor 701 includes one or more processing cores, and the processor 701 executes various functional applications and information processing by executing software programs and modules. The memory 702 and the communication interface 703 are connected to the processor 701 by a bus 704. The memory 702 may be used to store at least one instruction for execution by the processor 701 to implement the various steps in the above-described method embodiments.
Further, the memory 702 may be implemented by any type or combination of volatile or non-volatile storage devices, including, but not limited to: magnetic or optical disks, electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), Static Random Access Memory (SRAM), read-only memory (ROM), magnetic memory, flash memory, programmable read-only memory (PROM).
In an exemplary embodiment, a non-transitory computer readable storage medium, such as a memory, including instructions executable by a processor of a steering gear ratio determination device to perform a steering gear ratio determination method is also provided. For example, the non-transitory computer readable storage medium may be a ROM, a Random Access Memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, an optical data storage device, and the like.
It should be noted that: in the steering transmission ratio determining apparatus provided in the above embodiment, when implementing the steering transmission determining method, only the division of the above functional modules is taken as an example, and in practical application, the above function distribution may be completed by different functional modules according to needs, that is, the internal structure of the apparatus is divided into different functional modules to complete all or part of the above described functions. In addition, the steering transmission ratio determining apparatus and the steering transmission determining method provided by the above embodiments belong to the same concept, and specific implementation processes thereof are detailed in the method embodiments and are not described herein again.
The invention is not to be considered as limited to the particular embodiments shown and described, but is to be understood that various modifications, equivalents, improvements and the like can be made without departing from the spirit and scope of the invention.
Claims (10)
1. A steering gear ratio determination method for a steer-by-wire power steering system, the method comprising:
acquiring steering parameters of a driver;
determining the driving type of the driver according to the steering parameter of the driver;
determining a transmission ratio under a fixed yaw rate gain and a transmission ratio under a fixed lateral acceleration gain according to the driving types, wherein at least one of the transmission ratio under the fixed yaw rate gain and the transmission ratio under the fixed lateral acceleration gain corresponding to different driving types is different;
and determining a steering transmission ratio according to the transmission ratio under the fixed yaw angular velocity gain and the transmission ratio under the fixed lateral acceleration gain.
2. The method of claim 1, wherein determining a gear ratio at a fixed yaw-rate gain and a gear ratio at a fixed lateral acceleration gain based on the driving style comprises:
acquiring a first mapping relation and a second mapping relation, wherein the first mapping relation is a mapping relation between a driving type and a transmission ratio coefficient under a fixed yaw angular velocity gain, and the second mapping relation is a mapping relation between the driving type and the transmission ratio coefficient under a fixed lateral acceleration gain;
determining a first transmission ratio coefficient and a second transmission ratio coefficient according to the first mapping relation and the second mapping relation, wherein the first transmission ratio coefficient is a transmission ratio coefficient under a fixed yaw angular velocity gain corresponding to the driving type of the driver, and the second transmission ratio coefficient is a transmission ratio coefficient under a fixed lateral acceleration gain corresponding to the driving type of the driver;
and determining the transmission ratio under the fixed yaw rate gain and the transmission ratio under the fixed lateral acceleration gain according to the first transmission ratio coefficient and the second transmission ratio coefficient.
3. The method of claim 2, wherein the gear ratio at the fixed yaw rate gain and the gear ratio at the fixed lateral acceleration gain are determined using the following equations, respectively:
in the formula: i.e. iwrIs the transmission ratio at a fixed yaw rate gain; deltahIs the steering wheel angle; deltafIs a front wheel corner; u is the vehicle speed; m is the mass of the whole vehicle; l is the tire footprint length; a is the distance from the center of mass of the vehicle to the front axle; b is the distance from the center of mass of the vehicle to the rear axle; cfFront tire cornering stiffness; crRear tire cornering stiffness; cwrIs the first gear ratio coefficient;
in the formula: i.e. iayIs the transmission ratio at a fixed lateral acceleration gain; deltahIs the steering wheel angle; deltafIs a front wheel corner; u is the vehicle speed; m is the mass of the whole vehicle; l is the tire footprint length; a is the distance from the center of mass of the vehicle to the front axle; b is the distance from the center of mass of the vehicle to the rear axle; cfFront tire cornering stiffness; crRear tire cornering stiffness; cayIs the second gear ratio coefficient.
4. The method of claim 1, wherein determining a steering gear ratio from the gear ratio at the fixed yaw rate gain and the gear ratio at the fixed lateral acceleration gain comprises:
and determining the average value of the transmission ratio under the fixed yaw angular velocity gain and the transmission ratio under the fixed lateral acceleration gain as the steering transmission ratio.
5. The method of claim 1, wherein said determining a driving type of the driver based on the steering parameter of the driver comprises:
inputting the steering parameters of the driver into an error back propagation algorithm neural network to obtain the driving type of the driver, wherein the error back propagation algorithm neural network is obtained by adopting the following method:
acquiring steering parameters of a plurality of testers;
clustering the steering parameters of the plurality of testers to obtain a clustering result;
determining the driving type of each tester according to the clustering result;
and training the error back propagation algorithm neural network by adopting the steering parameters of the testers and the driving type.
6. A steering gear ratio determination device adapted for a steer-by-wire system, characterized by comprising:
the acquisition module is used for acquiring steering parameters of a driver;
the driving type determining module is used for determining the driving type of the driver according to the steering parameters of the driver;
the first transmission ratio determining module is used for determining a transmission ratio under a fixed yaw rate gain and a transmission ratio under a fixed lateral acceleration gain according to the driving types, and at least one of the transmission ratio under the fixed yaw rate gain and the transmission ratio under the fixed lateral acceleration gain corresponding to different driving types is different;
and the second transmission ratio determining module is used for determining a steering transmission ratio according to the transmission ratio under the fixed yaw angular velocity gain and the transmission ratio under the fixed lateral acceleration gain.
7. The steering gear ratio determination device of claim 6, wherein the first gear ratio determination module comprises:
the obtaining submodule is used for obtaining a first mapping relation and a second mapping relation, wherein the first mapping relation is a mapping relation between a driving type and a transmission ratio coefficient under a fixed yaw angular velocity gain, and the second mapping relation is a mapping relation between the driving type and the transmission ratio coefficient under a fixed lateral acceleration gain;
the first determining submodule is used for determining a first transmission ratio coefficient and a second transmission ratio coefficient according to the first mapping relation and the second mapping relation, wherein the first transmission ratio coefficient is a transmission ratio coefficient under a fixed yaw angular velocity gain corresponding to the driving type of the driver, and the second transmission ratio coefficient is a transmission ratio coefficient under a fixed lateral acceleration gain corresponding to the driving type of the driver;
and the second determining submodule is used for determining the transmission ratio under the fixed yaw angular velocity gain and the transmission ratio under the fixed lateral acceleration gain according to the first transmission ratio coefficient and the second transmission ratio coefficient.
8. The steering gear ratio determination arrangement of claim 7, wherein the second determination sub-module determines the gear ratio at the fixed yaw rate gain and the gear ratio at the fixed lateral acceleration gain, respectively, using the following equations:
in the formula: i.e. iwrIs the transmission ratio at the fixed yaw rate gain; deltahIs the steering wheel angle; deltafIs a front wheel corner; u is the vehicle speed; m is the mass of the whole vehicle; l is the tire footprint length; a is the distance from the center of mass of the vehicle to the front axle; b is the distance from the center of mass of the vehicle to the rear axle; cfFront tire cornering stiffness; crRear tire cornering stiffness; cwrIs the first gear ratio coefficient;
in the formula: i.e. iayIs the transmission ratio at a fixed lateral acceleration gain; deltahIs the steering wheel angle; deltafIs a front wheel corner; u is the vehicle speed; m is the mass of the whole vehicle; l is the tire footprint length; a is the distance from the center of mass of the vehicle to the front axle; b is the distance from the center of mass of the vehicle to the rear axle; cfFront tire cornering stiffness; crRear tire cornering stiffness; cayIs the second gear ratio coefficient.
9. The steering gear ratio determination apparatus of claim 6, wherein the second gear ratio determination module is configured to determine a steering gear ratio as an average of the gear ratio at the fixed yaw rate gain and the gear ratio at the fixed lateral acceleration gain.
10. A steering transmission ratio determination device, characterized by comprising:
a processor;
a memory for storing processor-executable instructions;
wherein the processor is configured to perform the method of any one of claims 1 to 5.
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