CN114644038A - Steering torque and corner coupling control method based on EPS (electric power storage) damping compensation module - Google Patents
Steering torque and corner coupling control method based on EPS (electric power storage) damping compensation module Download PDFInfo
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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
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
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- B62D5/0463—Controlling the motor calculating assisting torque from the motor based on driver input
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
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Abstract
The invention provides a steering torque and corner coupling control method based on an EPS damping compensation module, which introduces two parameters of angle and torque, perfects the proportional control of damping compensation in different directions by comparing and identifying the importance of two dimensions of angle and torque in damping control, and realizes the function of refined damping compensation under the working conditions of different angles and torques. According to the invention, through the coupling control of the torque and the angle, the damping action interval is ensured to be accurately identified in the conventional steering process, damping compensation is timely and accurately intervened, the damping compensation intervention delay caused by the virtual position of the angle at 0 position is improved, and the quality of the damping compensation control is improved. The invention ensures the damping action range and carries out autonomous adjustment according to the actual vehicle steering working condition.
Description
Technical Field
The invention belongs to the technical field of steering torque and corner coupling control, and particularly relates to a steering torque and corner coupling control method based on an EPS (electric power steering) damping compensation module.
Background
The damping compensation module is an important component of EPS control, and when an EPS system has sudden excitation input (torque), the EPS system is controlled by the variables such as torque, vehicle speed, angle, angular speed and the like to adjust the rotation speed of the steering wheel and weaken the oscillation uncertainty of the steering wheel when the steering wheel returns; the calculation of the damping compensation torque is roughly described as the multiplication of an input torque value (data collected by a torque sensor after EPS internal processing) and a gain coefficient; the corresponding gain coefficient is inquired according to the torque, the angle and the angular speed, the coefficient needs to be calibrated and established (or preset for system matching), the direction (positive and negative expressions) of the steering wheel oscillation needs to be identified because the damping compensation is the reverse moment for inhibiting the oscillation, and the positive and negative compensation proportion is adjusted according to the difference of the oscillation direction on the basis of obtaining the gain coefficient by table look-up; this scaling factor is determined by the torque or angle.
Referring to fig. 1, the damping compensation module is a part of the basic power assistance of the EPS, and mainly adjusts the rotation rate of the steering wheel during steering; generally, the angle change trend of the steering wheel is comprehensively judged through angles, angular speeds and vehicle speeds, the back-and-forth oscillation trend of the steering wheel is reduced by increasing damping force, the steering wheel can be attenuated as soon as possible, and the steering wheel can be stable. The adjustment of the damping compensation is negative, so that the driver feels that there is a force acting in the direction opposite to the target direction when the steering wheel is turned.
The prior art is roughly divided into two types, one type is that in the gain coefficient stage, the damping compensation torque obtained by the calibration of forward and reverse characteristics is relatively fixed, and the same compensation mechanism is used for control when different excitation inputs are met, so that the general effect is not good; the other is to introduce a proportionality coefficient behind the gain coefficient, but the proportionality coefficient is adjusted in a single dimension by only the angle of a torque person, and the coefficient is often a fixed value or is adjusted by a simple linear table look-up; the actual effect is improved relative to the first control.
Referring to fig. 2, in one of the existing damping compensation control methods, a two-dimensional table value is looked up according to a corresponding relationship between a vehicle speed and an EPS motor rotation speed W, and a value in the two-dimensional table needs to be determined according to calibration of an actual vehicle; compensating a corresponding motor rotating speed coefficient C1 according to the damping obtained by table lookup, and then multiplying the motor rotating speed W to obtain (W x C1); meanwhile, after the input torque is subjected to filtering processing, a torque gain coefficient C2 corresponding to the corresponding damping compensation is obtained through one-dimensional table lookup, and the final torque of the damping compensation is the product of the torque gain coefficient and the gain coefficient, so that an output torque value (W x C1 x C2) corresponding to the damping compensation is obtained.
The damping compensation adjustment method is related to input steering wheel torque and vehicle speed and is related to the rotating speed of a motor; the main control object of the control strategy is the motor rotating speed, and the EPS motor is positioned at the output end of the electric power steering system, so the compensation adjustment method is applied to the rear end of the whole electric power steering system; meanwhile, the gain coefficient C1 corresponding to the speed of the vehicle and the rotating speed of the motor and the torque gain coefficient C2 are in one-to-one correspondence, namely under a certain speed condition and a specific steering wheel angle, the positive and negative of the torque (steering direction) and the positive and negative of the rotating speed of the EPS motor (power assisting direction) are consistent, namely C1 and C2 are adjusted in the same direction, and when the steering wheel oscillates back and forth near a certain angle, the positive and negative adjusting force is the same; meanwhile, because the adjustment is carried out at the output end, due to factors such as the rigidity of a mechanical system, the adjustment effect fed back to the steering wheel is prone to deviation, and the driver feels not intuitive.
Referring to fig. 3, a second conventional damping compensation control method is to control the angular velocity of the steering wheel, where the main control object is the angular velocity of the steering wheel, and similarly, the corresponding gain coefficient is obtained by looking up the table of the vehicle speed, the torque of the steering wheel, and the angular velocity of the steering wheel, and then the gain coefficient is multiplied by the angular velocity of the steering wheel to obtain the damping compensation torque; different from the first control method described above: the control method introduces the judgment of the rotating direction of the steering wheel, and compensates the damping compensation moment in a positive direction and a negative direction (a forward direction is consistent with the target direction of the steering wheel; a backward direction is opposite to the target direction of the steering wheel) at a certain steering wheel angle at a certain moment, while the compensation magnitude in the positive direction and the negative direction is not symmetrical and same, but is adjusted by a coefficient: for example, the forward direction is C3, and the reverse direction is 1-C3.
State of introducing steering wheel turning direction: whether the steering wheel is in a rotating state is judged by judging whether the single steering wheel angle or the torque value is zero, and the rotating direction is judged by judging whether the steering wheel is in the rotating state or not through the positive and negative values of the steering wheel angle or the torque value. At a certain moment, from the determined steering state, in combination with the current steering wheel angle, angular velocity and torque, the corresponding steering angle gain C4 and torque gain C5 are determined by appropriate algorithms, and the main influencing factor at that moment (angle or torque) is determined by comparing the magnitudes of the steering angle gain C4 and the torque gain C5 and assigned to C3.
As in the prior art, if only the gain coefficient of the damping compensation is available, adaptation under different excitations is difficult to perform, so that under different driving conditions (conventional reversing and rapid reversing), the damping characteristic is not changed, and fine adjustment is difficult to perform; meanwhile, even if a proportional adjustment coefficient is introduced, the variable related to the coefficient is often a single angle or torque, for the damping characteristic, how to deal with the working conditions (large torque small angle, large torque large angle, small torque small angle and small torque large angle) with different angles and torques is a difficult point, and if only the single variable (angle or torque) is related, different working condition requirements cannot be comprehensively covered.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: the steering torque and corner coupling control method based on the EPS damping compensation module is used for carrying out refined damping compensation aiming at working conditions with different angles and torques.
The technical scheme adopted by the invention for solving the technical problems is as follows: the steering torque and corner coupling control method based on the EPS damping compensation module comprises the following steps:
s1: identifying a driving condition according to the torque and the angle, and judging which state of the steering wheel including a non-rotating state, a forward rotating state and a backward rotating state is in a steering state according to an input value of an angular velocity sensor;
s2: finding out the change characteristics of the torque and the angle by analyzing a steering angle torque relation graph, and judging the working interval of damping intervention according to the coupling of the torque and the angle;
s3: calculating a gradually increasing damping through torque and angle coupling; the rotating angular speed of the steering wheel is controlled, and the forward and reverse damping compensation torques are adjusted through a proportioning system.
According to the scheme, in the step S1, the specific steps are as follows:
when the steering wheel is in a non-rotating state, comparing the current input torque value with a logically set torque threshold value to judge whether the steering wheel has external force intervention;
when the steering wheel is in a rotating state, the steering direction is judged.
Further, in step S1,
the logically set torque threshold is 0.4 Nm; the torque value is 0.3Nm when the driver holds the steering wheel;
when the input value of the angular velocity sensor is in a low-speed interval, the logically set torque threshold value is low and is used for rapidly detecting the rotating state of the steering wheel;
when the input value of the angular velocity sensor is in the high speed section, the logically set torque threshold value is high for maintaining the stability of the vehicle state.
Further, in step S1,
when the angular speed and the torque of the steering wheel have different signs and the torque value exceeds a certain threshold value, or the angle and the angular speed have different signs, the steering wheel is in a backward rotation state; otherwise, the steering wheel is in a forward rotating state;
when the angular speed and the torque of the steering wheel have the same sign and the torque value exceeds a certain threshold value, or the angle and the angular speed have the same sign, the steering wheel is changed from a backward rotation state to a forward rotation state;
when the torque and the angular speed of the steering wheel have different signs, the steering wheel is changed from a forward rotating state to a backward rotating state.
According to the scheme, in the step S2, the specific steps are as follows:
s21: analyzing a steering angle torque relation diagram, and calculating a corner gain coefficient by a torque and angle coupling control method;
s22: and calculating a torque gain coefficient, and selecting factors influencing damping by comparing the torque value.
Further, in step S21, the specific steps include:
setting the abscissa axis of the angle torque relation graph as a steering angle, and the ordinate axis as a steering torque, and taking the steering torque as a steering wheel middle position when the steering wheel angle value is 0; rotating the steering wheel from the middle position, wherein the clockwise direction is negative, and the anticlockwise direction is positive; when the steering wheel deviates from the middle position and rotates in the anticlockwise direction, the angle and the torque are positive;
setting the angle corresponding to the A point as any angle from the middle position to the middle of the limit position of the steering wheel, and indicating the end point of the steering wheel after being driven out; the angle corresponding to the point B is the same as the angle corresponding to the point A, and represents the starting point of the steering wheel after the steering wheel is changed; the angle corresponding to the C point is the angle when the steering wheel is in the middle position; the angle corresponding to the A' point is any angle after the steering wheel passes through the middle position; setting an angle gain coefficient;
the directions A to B represent that the steering wheel rotates back from any angle as the maximum steering angle to the middle position, the angle is kept unchanged for a short time and then is reduced at the moment of reversing, the torque value is gradually reduced to 0, and the angle value is not necessarily returned to 0 when the torque value is 0; the process from A to B comprises the non-rotation state and the backspacing state of the steering wheel, and the corner gain coefficient of the process is 0;
b to C show that the torque value is reversely increased after the steering wheel is reversed, the angle gradually returns to 0 position, and the angle is 0 when the steering wheel passes through the middle position; the process from B to C comprises the forward rotation state, the angle of the steering wheel is 0 when the steering wheel passes through the middle position, the corresponding angle gain coefficient is gradually increased from 0 to 1, and the angle gain coefficient corresponding to any angle in the interval is calculated through linear interpolation of the angle;
c to A' show that the reverse torque continues to increase, the angle also increases reversely, and the steering wheel continues to be driven after passing through the middle position; in the process from C to a', the sign of the angle value changes at the over-center position, and the angle gain coefficient is 1.
Further, in step S22, the specific steps include:
setting the abscissa axis of the angle torque relation graph as a steering angle, and the ordinate axis as a steering torque, and taking the steering torque as a steering wheel middle position when the steering wheel angle value is 0; rotating the steering wheel from the middle position, wherein the clockwise direction is negative, and the anticlockwise direction is positive; when the steering wheel deviates from the middle position and rotates in the anticlockwise direction, the angle and the torque are positive;
setting the angle corresponding to the A point as any angle from the middle position to the middle of the limit position of the steering wheel, and indicating the end point of the steering wheel after being hit; the angle corresponding to the point B is the same as that of the point A, and represents the starting point of the steering wheel after the steering wheel is changed; the angle corresponding to the C point is the angle when the steering wheel is in the middle position; the angle corresponding to the A' point is any angle after the steering wheel passes through the middle position; setting a torque gain coefficient;
the direction from A to B represents that the steering wheel retreats and rotates from any angle as the maximum steering angle to the middle position, the angle is kept unchanged for a short time at the moment of reversing, and the torque value is gradually reduced to 0; the process from A to B comprises the non-rotating state and the backspacing state of the steering wheel, and the torque gain coefficient of the process is 0;
b to C show that the torque value is reversely increased after the steering wheel is reversed, and the angle gradually returns to a certain position but is not a neutral position; the process from B to C comprises a forward rotation state, wherein the steering wheel does not pass through the neutral angle and is not 0 degrees, but the torque value reaches a threshold value xNm obtained through calibration, the corresponding torque gain coefficient is gradually increased from 0 to 1, and the gain coefficient corresponding to any torque in the interval is calculated through angle linear interpolation;
c to A' show that the reverse torque continuously increases, the angle gradually decreases to 0 and then reversely increases, and the steering wheel passes through the neutral position and continuously drives out; in the process from C to A', the torque value basically reaches the maximum and is stable, and the torque gain coefficient is 1;
during rapid commutation, the torque gain coefficient is used for enabling the torque to rapidly reach a larger and stable state, even if the angle is linearly increased within a certain range, the system reaches the stable state, the damping also reaches the stable state, and the damping effect of the system reaches the maximum and is stable; and the torque is used as a characteristic quantity to calculate the gain, so that the requirement of the system on the damping action is met.
A computer storage medium having stored therein a computer program executable by a computer processor, the computer program executing a steering torque and steering angle coupling control method based on an EPS damping compensation module.
The invention has the beneficial effects that:
1. according to the steering torque and corner coupling control method based on the EPS damping compensation module, two parameters of angle and torque are introduced simultaneously, the importance of two dimensions of angle and torque in damping control is identified by comparison, the proportional control of damping compensation in different directions is perfected, and the function of fine damping compensation under the working conditions of different angles and torques is realized.
2. According to the invention, through the coupling control of the torque and the angle, the damping action interval is ensured to be accurately identified in the conventional steering process, damping compensation is timely and accurately intervened, the damping compensation intervention delay caused by the virtual position of the angle at 0 position is improved, and the quality of the damping compensation control is improved.
3. The invention ensures the damping action range and carries out autonomous adjustment according to the actual vehicle steering working condition.
Drawings
Fig. 1 is a schematic block diagram of a conventional EPS system _ damping compensation control module.
Fig. 2 is a control flow diagram of a first prior art EPS damping compensation module.
Fig. 3 is a second prior art EPS damping compensation module control flow diagram.
FIG. 4 is a flow chart of the damping compensation module control according to an embodiment of the present invention.
Fig. 5 is a diagram showing an optimization result of the control flow of the damping control module according to the embodiment of the present invention.
Fig. 6 is a flow chart of the steering state determination control of the damping control module according to the embodiment of the present invention.
FIG. 7 is a state jump diagram of a damping compensation module of an embodiment of the present invention.
Fig. 8 is a steering wheel diagram of a corner gain factor of an embodiment of the present invention.
Fig. 9 is a steering angle torque relationship diagram of the steering angle gain factor of the embodiment of the present invention.
Fig. 10 is an angle gain factor algorithm diagram according to an embodiment of the present invention.
FIG. 11 is a steering wheel illustration of a torque gain factor of an embodiment of the present invention.
FIG. 12 is a steering angle torque relationship diagram of the torque gain factor of an embodiment of the present invention.
FIG. 13 is a torque gain factor algorithm diagram of an embodiment of the present invention.
FIG. 14 is a graph of the optimization results of an embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
Referring to fig. 4, 5 and 6, the embodiment of the invention controls the steering wheel rotational speed and adjusts the forward and reverse damping compensation torques through the proportioning system; in a steering state decision mechanism, two variables of an angle and a torque are comprehensively considered, and a steering angle torque relation graph is analyzed to find out the change characteristics of the torque and the angle and provide a reasonable judgment mechanism.
And (3) judging the steering state: the steering state is divided into non-rotation, rotation-forward direction, and rotation-reverse direction.
In the non-rotating state of the steering wheel, whether external force intervenes in the steering wheel is judged by comparing the current input torque value with a logically set torque threshold value (generally set to be about 0.4 Nm); because the driver is riding on the steering wheel, the torque value will be displayed less (e.g., 0.3); whether the steering wheel rotates or not is judged through the input value of the angular velocity sensor, speed distinguishing is carried out, the rotating state of the steering wheel needs to be quickly detected in a low-speed interval, so that the corresponding threshold value is small, and similarly, the threshold value needs to be increased in a high-speed interval, and because the steering intention of a driver is weak at the moment according to the actual driving working condition, the stability of the state of the vehicle is more important to keep;
referring to fig. 7, the steering direction (forward, reverse) condition is determined:
and (3) returning to the direction: the angular speed and the torque value of the steering wheel have different signs, and the torque value exceeds a certain threshold value, or the angular speed and the angular speed have different signs; otherwise, it is forward.
The backward direction is changed into the forward direction: the steering wheel angular velocity is of the same sign as the torque value and the torque value exceeds a certain threshold, or the angle is of the same sign as the angular velocity value.
The forward direction is changed into a backward direction: the steering wheel torque has opposite signs to the angular velocity.
In the method for calculating the gain coefficient of the corner and the torque, the corner gain is calculated by a method of providing torque and angle coupling control through analyzing a typical steering angle torque relational graph, and important influence factors are selected through comparing the magnitude by combining the torque gain coefficient;
the method for calculating the corner gain coefficient comprises the following steps:
referring to fig. 9, the abscissa axis is a steering angle, the ordinate axis is a torque, the steering wheel is rotated from a neutral position by taking the steering wheel angle value as 0 as the steering wheel neutral position, and the angle and the torque value change by taking the clockwise direction as negative and the counterclockwise direction as positive. Namely, the steering wheel deviates from the neutral position, and when the steering wheel rotates in the counterclockwise direction, the angle and the torque are both positive; referring to FIG. 8, this process is illustrated from A- > B- > C- > A: if the angle corresponding to the fruit A point is not the limit angle, but is any angle from the middle position to the middle of the limit position; a- > B represents that the steering wheel rotates from any angle (steering maximum angle) to the backward position (to the middle position), at the moment of reversing, the angle is kept unchanged for a short time and then is reduced, the torque value is gradually reduced to 0, and when the torque value is 0, the angle value does not necessarily return to 0; b- > C represents: after the steering is changed, the torque value is reversely increased, the angle gradually returns to 0 position, and the steering wheel passes through the middle position (when the angle is 0); c- > A represents: the reverse torque is continuously increased, the angle is also reversely increased, namely the steering wheel is continuously driven out after passing through the middle position;
setting an angle gain coefficient: the A- > B process comprises a non-rotation state and a rotation-backspacing state of the steering wheel, and the corner gain coefficient of the process is 0; in the process of B- > C, the rotating-forward direction state is included, at the moment, the gain coefficient of the corresponding angle is gradually increased from 0 to 1 when the steering wheel passes through a middle position (0 angle), and the gain coefficient corresponding to any angle in the interval is calculated by a method of linear interpolation of the angle; in the process of C- > A, the sign of the angle value is changed (middle position is passed), and the angle gain coefficient is set to be 1;
referring to fig. 10, the angle gain coefficient specific algorithm is shown.
The torque gain coefficient calculation method comprises the following steps:
referring to fig. 12, the abscissa axis is a steering angle, the ordinate axis is a torque, the steering wheel is rotated from a neutral position by taking the steering wheel angle value as 0 as the steering wheel neutral position, and the angle and the torque value are changed by taking the clockwise direction as negative and the counterclockwise direction as positive. Namely, the steering wheel deviates from the neutral position, and when the steering wheel rotates in the counterclockwise direction, the angle and the torque are both positive; referring to FIG. 11, this process is illustrated from A- > B- > C- > A: if the angle corresponding to the fruit A point is not the limit angle, but is any angle from the middle position to the middle of the limit position; a- > B represents that the steering wheel rotates from any angle (steering maximum angle) to retreat (to the middle position), at the moment of reversing, the angle is kept unchanged for a short time, and the torque value is gradually reduced to 0; b- > C represents: after the direction is changed, the torque value is reversely increased, and the angle gradually returns to a certain position but is not a neutral position; c- > A represents: the reverse torque is continuously increased, the angle is gradually reduced to 0, and then the reverse torque is increased, namely the steering wheel passes through the middle position and is continuously driven out;
torque gain factor setting: the A- > B process comprises a state that the steering wheel is not rotated and a state that the steering wheel is rotated and retreated, and the torque gain coefficient of the process is 0; in the process of B- > C, a rotating-forward state is included, the steering wheel does not pass through a middle position (0 angle) at the moment, but the torque value reaches a threshold value xNm (which can be calibrated), the corresponding torque gain coefficient is gradually increased from 0 to 1, and the gain coefficient corresponding to any torque in the interval is calculated by a method of linear interpolation through the angle; in the process of C- > A, the torque value basically reaches the maximum and is stable, and the torque gain coefficient is set to be 1;
different from an angle gain coefficient strategy, the torque gain coefficient is used for responding to the situation that when the rapid reversing is carried out, the torque rapidly reaches a larger value and is in a stable state, even if the angle is linearly increased within a certain range, the system already reaches the stable state, the damping also should reach the stable state, and at the moment, the damping action of the system should reach the maximum stability; at the moment, the gain is calculated by taking the torque as the characteristic quantity, so that the requirement of the system on the damping action is met;
see fig. 13 for a torque gain factor specific algorithm.
Fig. 14 is a diagram showing an optimization result according to the embodiment of the present invention.
The above embodiments are only used for illustrating the design idea and features of the present invention, and the purpose of the present invention is to enable those skilled in the art to understand the content of the present invention and implement the present invention accordingly, and the protection scope of the present invention is not limited to the above embodiments. Therefore, all equivalent changes and modifications made in accordance with the principles and concepts disclosed herein are intended to be included within the scope of the present invention.
Claims (8)
1. The steering torque and corner coupling control method based on the EPS damping compensation module is characterized in that: the method comprises the following steps:
s1: identifying a driving condition according to the torque and the angle, and judging whether the steering state of the steering wheel is in a non-rotating state, a forward rotating state or a backward rotating state according to an input value of an angular speed sensor;
s2: finding out the change characteristics of the torque and the angle by analyzing a steering angle torque relation graph, and judging the working interval of damping intervention according to the coupling of the torque and the angle;
s3: calculating a gradually increasing damping through torque and angle coupling; the rotating angular speed of the steering wheel is controlled, and the forward and reverse damping compensation torques are adjusted through a proportioning system.
2. The EPS damping compensation module-based steering torque and steering angle coupling control method according to claim 1, wherein: in the step S1, the specific steps are:
when the steering wheel is in a non-rotating state, comparing the current input torque value with a logically set torque threshold value to judge whether the steering wheel has external force intervention;
when the steering wheel is in a rotating state, the steering direction is judged.
3. The EPS damping compensation module-based steering torque and corner coupling control method according to claim 2, wherein: in the step S1, the step of,
the logically set torque threshold is 0.4 Nm; the torque value is 0.3Nm when the driver holds the steering wheel;
when the input value of the angular velocity sensor is in a low-speed interval, the logically set torque threshold value is low and is used for rapidly detecting the rotating state of the steering wheel;
when the input value of the angular velocity sensor is in the high speed section, the logically set torque threshold value is high for maintaining the stability of the vehicle state.
4. The EPS damping compensation module-based steering torque and angle coupling control method according to claim 2, characterized in that: in the step S1, the step of,
when the angular speed and the torque of the steering wheel have different signs and the torque value exceeds a certain threshold value, or the angle and the angular speed have different signs, the steering wheel is in a backward rotation state; otherwise, the steering wheel is in a forward rotating state;
when the angular speed and the torque of the steering wheel have the same sign and the torque value exceeds a certain threshold value, or the angle and the angular speed have the same sign, the steering wheel is changed from a backward rotation state to a forward rotation state;
when the torque and the angular speed of the steering wheel have different signs, the steering wheel is changed from a forward rotating state to a backward rotating state.
5. The EPS damping compensation module-based steering torque and steering angle coupling control method according to claim 1, wherein: in the step S2, the specific steps are as follows:
s21: analyzing a steering angle torque relation diagram, and calculating a corner gain coefficient by a torque and angle coupling control method;
s22: and calculating a torque gain coefficient, and selecting factors influencing damping by comparing the torque value.
6. The EPS damping compensation module-based steering torque and corner coupling control method according to claim 5, wherein: in the step S21, the specific steps are as follows:
setting the abscissa axis of the angle torque relation graph as a steering angle, and the ordinate axis as a steering torque, and taking the steering torque as a steering wheel middle position when the steering wheel angle value is 0; rotating the steering wheel from the middle position, wherein the clockwise direction is negative, and the anticlockwise direction is positive; when the steering wheel deviates from the middle position and rotates in the anticlockwise direction, the angle and the torque are positive;
setting the angle corresponding to the A point as any angle from the middle position to the middle of the limit position of the steering wheel, and indicating the end point of the steering wheel after being hit; the angle corresponding to the point B is the same as that of the point A, and represents the starting point of the steering wheel after the steering wheel is changed; the angle corresponding to the C point is the angle when the steering wheel is in the middle position; the angle corresponding to the A' point is any angle after the steering wheel passes through the middle position; setting an angle gain coefficient;
the directions A to B represent that the steering wheel rotates back from any angle as the maximum steering angle to the middle position, the angle is kept unchanged for a short time and then is reduced at the moment of reversing, the torque value is gradually reduced to 0, and the angle value is not necessarily returned to 0 when the torque value is 0; the process from A to B comprises the non-rotation state and the backspacing state of the steering wheel, and the corner gain coefficient of the process is 0;
b to C show that the torque value is reversely increased after the steering wheel is reversed, the angle gradually returns to 0 position, and the angle is 0 when the steering wheel passes through the middle position; the process from B to C comprises the forward rotation state, the angle of the steering wheel is 0 when the steering wheel passes through the middle position, the corresponding angle gain coefficient is gradually increased from 0 to 1, and the angle gain coefficient corresponding to any angle in the interval is calculated through linear interpolation of the angle;
c to A' show that the reverse torque continues to increase, the angle also increases reversely, and the steering wheel continues to be driven after passing through the middle position; in the process from C to a', the sign of the angle value changes at the over-center position, and the angle gain coefficient is 1.
7. The EPS damping compensation module-based steering torque and steering angle coupling control method according to claim 5, wherein: in the step S22, the specific steps are as follows:
setting the abscissa axis of the angle torque relation graph as a steering angle, and the ordinate axis as a steering torque, and taking the steering torque as a steering wheel middle position when the steering wheel angle value is 0; rotating the steering wheel from the middle position, wherein the clockwise direction is negative, and the anticlockwise direction is positive; when the steering wheel deviates from the middle position and rotates in the anticlockwise direction, the angle and the torque are positive;
setting the angle corresponding to the A point as any angle from the middle position to the middle of the limit position of the steering wheel, and indicating the end point of the steering wheel after being hit; the angle corresponding to the point B is the same as that of the point A, and represents the starting point of the steering wheel after the steering wheel is changed; the angle corresponding to the C point is the angle when the steering wheel is in the middle position; the angle corresponding to the A' point is any angle after the steering wheel passes through the middle position; setting a torque gain coefficient;
the direction from A to B represents that the steering wheel retreats and rotates from any angle as the maximum steering angle to the middle position, the angle is kept unchanged for a short time at the moment of reversing, and the torque value is gradually reduced to 0; the process from A to B comprises the non-rotating state and the backspacing state of the steering wheel, and the torque gain coefficient of the process is 0;
b to C show that the torque value is reversely increased after the steering wheel is reversed, and the angle gradually returns to a certain position but is not a neutral position; the process from B to C comprises a forward rotation state, wherein the steering wheel does not pass through the neutral angle and is not 0 degrees, but the torque value reaches a threshold value xNm obtained through calibration, the corresponding torque gain coefficient is gradually increased from 0 to 1, and the gain coefficient corresponding to any torque in the interval is calculated through angle linear interpolation;
c to A' show that the reverse torque continuously increases, the angle gradually decreases to 0 and then reversely increases, and the steering wheel passes through the neutral position and continuously drives out; in the process from C to A', the torque value basically reaches the maximum and is stable, and the torque gain coefficient is 1;
during rapid commutation, the torque gain coefficient is used for enabling the torque to rapidly reach a larger and stable state, even if the angle is linearly increased within a certain range, the system reaches the stable state, the damping also reaches the stable state, and the damping effect of the system reaches the maximum and is stable; and the torque is used as a characteristic quantity to calculate the gain, so that the requirement of the system on the damping action is met.
8. A computer storage medium, characterized in that: stored therein is a computer program executable by a computer processor to perform a steering torque and steering angle coupling control method based on an EPS damping compensation module according to any one of claims 1 to 7.
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|---|---|---|---|---|
| US20040061465A1 (en) * | 2002-07-09 | 2004-04-01 | Koyo Seiko Co., Ltd. | Electric power steering apparatus |
| JP2012101674A (en) * | 2010-11-10 | 2012-05-31 | Honda Motor Co Ltd | Electric power steering system |
| CN108263470A (en) * | 2017-01-02 | 2018-07-10 | 现代摩比斯株式会社 | The damping control apparatus and method of motor-driven servo steering system |
| CN112298341A (en) * | 2019-07-30 | 2021-02-02 | 比亚迪股份有限公司 | Vehicle and control method and control device of electric power steering system of vehicle |
| CN113581281A (en) * | 2021-08-30 | 2021-11-02 | 中汽创智科技有限公司 | Vehicle steering control method, device, equipment and storage medium |
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Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20040061465A1 (en) * | 2002-07-09 | 2004-04-01 | Koyo Seiko Co., Ltd. | Electric power steering apparatus |
| JP2012101674A (en) * | 2010-11-10 | 2012-05-31 | Honda Motor Co Ltd | Electric power steering system |
| CN108263470A (en) * | 2017-01-02 | 2018-07-10 | 现代摩比斯株式会社 | The damping control apparatus and method of motor-driven servo steering system |
| CN112298341A (en) * | 2019-07-30 | 2021-02-02 | 比亚迪股份有限公司 | Vehicle and control method and control device of electric power steering system of vehicle |
| CN113581281A (en) * | 2021-08-30 | 2021-11-02 | 中汽创智科技有限公司 | Vehicle steering control method, device, equipment and storage medium |
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