WO2020108406A1 - 用于车辆的辅助控制***及方法 - Google Patents

用于车辆的辅助控制***及方法 Download PDF

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Publication number
WO2020108406A1
WO2020108406A1 PCT/CN2019/120308 CN2019120308W WO2020108406A1 WO 2020108406 A1 WO2020108406 A1 WO 2020108406A1 CN 2019120308 W CN2019120308 W CN 2019120308W WO 2020108406 A1 WO2020108406 A1 WO 2020108406A1
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WO
WIPO (PCT)
Prior art keywords
torque
steering assist
assist torque
slope
module
Prior art date
Application number
PCT/CN2019/120308
Other languages
English (en)
French (fr)
Inventor
牛小锋
孔凡茂
孙玉
王彬彬
张慧君
周文国
Original Assignee
长城汽车股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 长城汽车股份有限公司 filed Critical 长城汽车股份有限公司
Priority to EP19889754.8A priority Critical patent/EP3889004B1/en
Priority to RU2021115595A priority patent/RU2765256C9/ru
Publication of WO2020108406A1 publication Critical patent/WO2020108406A1/zh

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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
    • B62D5/046—Controlling the motor
    • B62D5/0463—Controlling the motor calculating assisting torque from the motor based on driver input
    • 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
    • B62D5/0481—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 monitoring the steering system, e.g. failures
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
    • B62D6/003—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels in order to control vehicle yaw movement, i.e. around a vertical axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/008—Control of feed-back to the steering input member, e.g. simulating road feel in steer-by-wire applications

Definitions

  • the present invention relates to the field of vehicles, and in particular, to an auxiliary control system and method for vehicles.
  • the ESP (Electrical Stable Program) system is able to quickly stabilize the vehicle and quickly ensure the safety of the driver and the vehicle by quickly intervening in the engine and braking system when the vehicle is about to run out of control.
  • the ESP system is mainly composed of the following three major control modules: ABS (Anti-lock Break System), TCS (Traction Control System, traction control system) and VDC (Vehcile Dynamic Control, vehicle dynamic control) modules.
  • the ESP system rarely interacts with other systems, and they all play the role of subsystems, such as ACC (Adaptive Cruise Control System, adaptive cruise system), ESP acts as an emergency braking role.
  • ACC Adaptive Cruise Control System, adaptive cruise system
  • ESP acts as an emergency braking role.
  • APA Auto Parking Assist System
  • ESP acts as a wheel speed direction and wheel speed recognition role.
  • the purpose of the embodiments of the present invention is to provide an auxiliary control system and method for a vehicle for at least perfecting the control strategy category of the ESP system.
  • an embodiment of the present invention provides an auxiliary control system for a vehicle, the system including: a dynamic direction stabilization auxiliary DSA module and an EPS module transmitted to an electric power steering, the DSA module is used to perform the following multiple Steps: detecting whether the vehicle is in a special working condition; calculating the steering assist torque for the current operating condition of the vehicle when the vehicle is in a special working condition; generating a torque superposition request including the steering assist torque; Transmitting the torque superposition request to the EPS module; the EPS module is used to adjust the steering wheel torque according to the steering assist torque in the torque superposition request.
  • the DSA module is used to periodically perform the multiple steps; and/or the special operating conditions include one or more of the following: oversteer, understeer, off-road braking, off-road Road conditions where road acceleration and lateral acceleration are higher than the predetermined acceleration.
  • the EPS module adjusts the steering wheel torque according to the steering assist torque and the slope of the steering assist torque.
  • the EPS module is configured to: when the number of abnormal cumulative times of the steering assist torque and/or the slope of the steering assist torque is less than a predetermined number of times, perform the following steps: if the steering assist torque and all If the slopes are all normal, the steering assist torque is superimposed on the steering wheel torque; if the steering assist torque is normal and the slope is abnormal, the current torque to be superimposed is calculated according to the preset slope value and the last superimposed torque ; If the steering assist torque is abnormal and the slope is normal or abnormal, a preset torque is superimposed on the steering wheel torque, and the superimposed direction of the preset torque is consistent with the superimposed direction of the steering assist torque, wherein, When the steering assist torque is within a preset torque range, it is determined that the steering assist torque is normal, and when the slope does not exceed the preset slope value, the slope is determined to be normal; when the steering assist torque and/or Or, when the number of abnormal cumulative times of the slope of the steering assist torque is equal to the predetermined number of times, the torque of
  • the EPS module calculates the cumulative number of abnormalities according to the following steps: if the steering assist torque is abnormal and/or the slope of the steering assist torque is abnormal, increase the cumulative number of abnormalities by a predetermined value; and if If the slope of the steering assist torque and the steering assist torque are both normal, the cumulative number of abnormalities is reduced by the predetermined value; wherein, the slope of the steering assist torque and/or the steering assist torque appears for the first time When abnormal, start accumulating the abnormal accumulation times.
  • the EPS module when the cumulative number of abnormalities of the steering assist torque and/or the slope of the steering assist torque is less than the predetermined number of times, the EPS module remains active, or The EPS module transitions from a state that can be used for control to the active state; when the number of abnormal accumulations of the steering assist torque and/or the slope of the steering assist torque is equal to the predetermined number of times, the EPS module Transition from the active state to the permanent failure state; and the preset torque is the maximum or minimum value of the preset torque range.
  • the EPS module is further used to output the current state of the EPS module to the DSA module, and the DSA module sends the EPS to the EPS when the EPS module is in an active state or can be used in a control state
  • the module transmits the torque superposition request.
  • an embodiment of the present invention also provides an auxiliary control method for a vehicle.
  • the method includes: the DSA module performs the following steps: detecting whether the vehicle is in a special working condition; In the case of the situation, calculating the steering assist torque for the current operating condition of the vehicle; generating a torque superposition request including the steering assist torque; transmitting the torque superposition request to the EPS module; and the EPS module according to The steering assist torque in the torque superposition request adjusts the steering wheel torque.
  • the DSA module is used to periodically perform the multiple steps; and/or the special operating conditions include one or more of the following: oversteer, understeer, off-road braking, off-road Road conditions where road acceleration and lateral acceleration are higher than the predetermined acceleration.
  • the EPS module adjusts the steering wheel torque according to the steering assist torque and the slope of the steering assist torque.
  • the EPS module performs the following steps: if both the steering assist torque and the slope are Normal, the steering assist torque is superimposed on the steering wheel torque; if the steering assist torque is normal and the slope is abnormal, the current torque to be superimposed is calculated according to the preset slope value and the last superimposed torque; if If the steering assist torque is abnormal and the slope is normal or abnormal, a preset torque is superimposed on the torque of the steering wheel, and the superimposed direction of the preset torque is consistent with the superimposed direction of the steering assist torque.
  • the EPS module does not superimpose the torque of the steering wheel.
  • the EPS module calculates the cumulative number of abnormalities according to the following steps: if the steering assist torque and/or the slope of the steering assist torque is abnormal, the cumulative number of abnormalities is increased by a predetermined value; and if the When the slope of the steering assist torque and the steering assist torque are both normal, the cumulative number of abnormalities is reduced by the predetermined value; wherein, when the slope of the steering assist torque and/or the steering assist torque is abnormal for the first time To start accumulating the number of abnormal accumulations.
  • the EPS module when the cumulative number of abnormalities of the steering assist torque and/or the slope of the steering assist torque is less than the predetermined number of times, the EPS module remains active, or The EPS module transitions from a state that can be used for control to the active state; when the number of abnormal accumulations of the steering assist torque and/or the slope of the steering assist torque is equal to the predetermined number of times, the EPS module Transition from the active state to the permanent failure state; and the preset torque is the maximum or minimum value of the preset torque range.
  • the method further includes: outputting the current state of the EPS module by the EPS module to the DSA module; and the DSA module when the EPS module is in an active state or can be used for a control state , Transmitting the torque superposition request to the EPS module.
  • the DSA module calculates the steering assist torque for the special working condition when it detects that the vehicle is in a special working condition, and the ESP module uses the steering assisting torque to assist the driver to operate the vehicle, correct the dynamic change of the vehicle, so that The vehicle is always in a stable and controllable state, thereby increasing vehicle safety and improving vehicle comfort.
  • FIG. 1 shows a structural block diagram of an auxiliary control system for a vehicle according to an embodiment of the present invention
  • FIG. 3 shows a schematic flowchart of an auxiliary control method for a vehicle according to an embodiment of the present invention.
  • the ESP system can reduce the yaw moment of the vehicle by controlling the increase and decrease of the high side of the front axle and following the pressure of the low side of the front axle
  • the rear axle can be limited to a certain pressure to reduce the vehicle sway Tail risk, auxiliary vehicle stability.
  • the driver still needs to make accurate judgments in advance, and then combine the ESP stability control system to modify the steering wheel to stabilize the vehicle. Only after the above ESP system and the driver cooperate with each other, can the final reduction be achieved Risk of vehicle runaway.
  • the embodiments of the present invention provide an auxiliary control system and method for a vehicle to assist the driver to operate the vehicle when the vehicle is under special working conditions, correct the dynamic changes of the vehicle, and keep the vehicle always in a stable and controllable state State, which in turn increases vehicle safety.
  • FIG. 1 shows a structural block diagram of an auxiliary control system for a vehicle according to an embodiment of the present invention.
  • an embodiment of the present invention provides an auxiliary control system for a vehicle.
  • the system may include a DSA (Dynamic Stable Assistant) module 110 and an EPS (Electric Power Steering) module. 120.
  • DSA Dynamic Stable Assistant
  • EPS Electro Power Steering
  • the DSA module 110 may be an internal module of the vehicle's ESP system, and the DSA module 110 may be further developed on the basis of the hardware of the ESP system.
  • the logic function of the DSA module 110 may be an additional function designed based on the VDC module, ABS module, and TCS module in the ESP system, which can further improve the control strategy category of the ESP system.
  • the DSA module 110 can detect whether the vehicle is in a special working condition in real time or periodically.
  • the special operating conditions may include one or more of the following: oversteering, understeering, off-road braking, off-road side acceleration, and side-turn accelerations greater than a predetermined acceleration.
  • the DSA module can identify whether the vehicle is in a special working condition.
  • the DSA module 110 may calculate the steering assist torque for the current operating condition of the vehicle.
  • the DSA module 110 can receive parameters such as lateral acceleration, steering wheel angle, and yaw angle transmitted by the body sensor.
  • the EPS module 120 can also transmit the detected driver input torque to the DSA module 110.
  • the DSA module 110 can be based on the side
  • the steering assist torque is calculated by inputting torque to acceleration, steering wheel angle, body yaw angle and driver.
  • a database is established based on the three parameters of lateral acceleration, steering wheel angle, and yaw angle transmitted by the body sensor, and a dynamic index is evaluated against the database.
  • the dynamic index can be used to evaluate the stability of the current vehicle. The larger the dynamic index, the more unstable the vehicle is and the greater the torque value to assist the driver in controlling the vehicle.
  • the DSA module 110 may store the required steering wheel torque corresponding to the dynamic index one-to-one, wherein the larger the dynamic index, the larger the required steering wheel torque value.
  • the steering assist torque for the current operating condition of the vehicle can be calculated in conjunction with the driver input torque.
  • the calculated steering assist torque can include "+" and "-", where "+” can be set to indicate counterclockwise direction and "-” to indicate clockwise direction, for example, the steering assist torque is -1NM indicating that the steering wheel is expected to rotate clockwise 1NM.
  • a torque superposition request including steering assist torque is generated.
  • a corresponding steering assist torque range may be stored in the DSA module 110 for each special working condition, and the torque superposition request is generated only when the calculated steering assist torque is within the corresponding steering torque range. In the case where the calculated steering assist torque is not within the corresponding steering torque range, the torque superposition request is not generated, and the DSA module 110 continues to detect the operating conditions of the vehicle.
  • the DSA module 110 can transmit the generated torque superposition request to the ESP module 120, for example, can transmit the torque superposition request to the ESP module 120 through the CAN bus.
  • the ESP module 120 may adjust the steering wheel torque according to the steering assist torque included in the torque superposition request.
  • the torque superposition request further includes a torque superposition command request flag.
  • the EPS module 120 adjusts the torque of the steering wheel based on the steering assist torque when both the torque overlay command request flag and the steering assist torque are included in the torque overlay request.
  • the steering wheel torque is adjusted based on the steering assist torque to assist the driver in operating the vehicle, correct the dynamic changes of the vehicle, and keep the vehicle in a stable and controllable state, thereby increasing vehicle safety.
  • the function of the DSA module can be turned on and off by a switch, for example, it can be turned on and off by the driver.
  • the switch of the DSA module can be a button provided on the operation panel of the vehicle, and the driver can use this button to turn the DSA module on and off.
  • the option of turning on and off the DSA module can be set on the touch screen of the vehicle host system, so that the driver can turn on and off the DSA module.
  • FIG. 2 shows a state transition diagram of the EPS module in an embodiment.
  • the EPS module first performs initialization. If the initialization fails, the EPS module is in a permanent failure state. In the case where the EPS module is in a permanent failure state, the EPS module may report an abnormal error. During the initialization process, the EPS module is in a temporarily disabled state. If the initialization is successful, the EPS module is in a control state. After the EPS module is in a control state, it can be in an active state after being effectively triggered. The EPS module can be switched to the corresponding state through the internal state machine switching conditions. The EPS module can transmit the current state of the EPS module to the DSA module. For example, the current state can be represented by EPS_DSA_ControlSts, and data transmission can be performed between the EPS module and the DSA module through the CAN bus.
  • the DSA module transmits a torque superposition request to the ESP module.
  • DSA_Torque_Request can be used to indicate the steering assist torque calculated by the DSA module
  • DSA_Active can be used to indicate the torque overlay command request flag.
  • the EPS module adjusts the steering wheel torque according to the received steering assist torque and the slope of the steering assist torque.
  • the EPS module may adjust the steering wheel torque according to whether the received steering assist torque is normal, whether the slope of the steering assist torque is normal, and the number of abnormal cumulative times of the steering assist torque and/or the slope of the steering assist torque . It is determined that the steering assist torque is normal when the steering assist torque is within the preset torque range, and it is determined that the steering assist torque is abnormal when the steering assist torque is not within the preset torque range, where the preset torque range may be Set to any suitable value according to the actual situation.
  • the preset torque range can be set from -3Nm to +3Nm, which includes two endpoints -3Nm and +3Nm.
  • the preset slope value When the slope does not exceed a preset slope value, it is determined that the slope is normal, and when the slope exceeds the preset slope value, the slope is determined to be abnormal, where the preset slope value may be based on actual conditions Set to any suitable value, and the preset slope value of different models of vehicles can be different, for example, the preset slope value can be set to 10Nm/s.
  • the EPS module can enable the abnormality monitoring and counting function to monitor the cumulative number of abnormalities, that is, the EPS module is in an active or usable state due to abnormal steering assist torque and/or abnormal slope of steering assist torque received from the DSA module , And began to monitor the cumulative number of abnormalities.
  • the cumulative number of abnormalities starts to accumulate. For example, for the first abnormality, the cumulative number of abnormalities can be recorded as equal to one.
  • the cumulative number of abnormalities is increased by a predetermined value, and if the slope of the steering assist torque and the steering assist torque are both normal, the cumulative number of abnormalities is reduced Predetermined value.
  • the predetermined value may be set to any suitable value according to needs. In the embodiment of the present invention, the predetermined value is 1 for example.
  • the EPS module monitors that any of the steering assist torque received from the DSA module and the slope of the steering assist torque is abnormal for the first time, accumulation of the number of abnormal accumulations starts. At this time, the number of abnormal accumulations is recorded as 1 .
  • the EPS module continues to monitor the steering assist torque received from the DSA module and the slope of the steering assist torque.
  • the EPS module accumulates or reduces the cumulative number of abnormalities according to the current abnormality or normality of the steering assist torque received from the DSA module and the slope of the steering assist torque.
  • the EPS module may perform different steps according to the abnormality or normality of the current steering assist torque received from the DSA module and the slope of the steering assist torque.
  • the steering assist torque received from the DSA module is superimposed on the steering wheel torque.
  • the preset torque may be any suitable value determined according to actual needs.
  • the preset torque may be set to the maximum value or the minimum value of the preset torque range.
  • the preset torque range can be set from -3Nm to +3Nm, which includes two endpoints -3Nm and +3Nm
  • the EPS module receives a steering assist torque of -5Nm from the DSA module
  • the EPS module detects steering After the assist torque is abnormal, regardless of whether the slope of the assist torque is normal or abnormal, a torque of -3Nm can be superimposed on the steering wheel.
  • the steering assist torque received by the EPS module from the DSA module is +5Nm, the EPS module detects that the steering assist torque is abnormal. Regardless of whether the slope of the assist torque is normal or abnormal, a torque of +3Nm can be superimposed on the steering wheel.
  • the EPS module performs torque superposition on the steering wheel according to the above strategy, so that the auxiliary adjustment of the steering wheel is more linear and more stable.
  • the EPS module may remain in the active state, or the EPS module may be transferred from the available control state to the active state.
  • the EPS module may be transferred from the control available state to the active state.
  • the EPS module may not adjust the steering wheel torque, and the EPS module may transition from the active state to the permanent failure state. In this case, the EPS module can also report an error.
  • the predetermined number of times in the embodiment of the present invention may be set to any appropriate value according to actual needs.
  • the embodiment of the present invention uses the predetermined number of times as an example for illustration.
  • Table 1 shows an exception error logic table of the ESP module in an embodiment.
  • the value "1" indicates an exception, and the value "0" indicates that no exception has occurred.
  • the value "0" indicates no An error is reported.
  • the value "1” indicates that an error is reported.
  • Table 1 is only used for exemplary purposes rather than to limit the present invention, and the exception error logic table may be any table whose sequence number is not limited.
  • the auxiliary control system for vehicles provided by the embodiments of the present invention has the following advantages: (1) Based on the function of the set DSA module, the interaction framework between the ESP system and the EPS module is proposed for the first time, which makes up for the lack of The defect of the interaction function of ESP and EPS system (2) meets the higher performance and safety requirements of customers on vehicle performance, and makes the interaction of the vehicle control unit more flexible.
  • the DSA module of the ESP system issues instructions to the EPS module to assist The driver controls the vehicle, which improves the driving safety and comfort of the vehicle; (2) An abnormal monitoring logic strategy is set for the EPS module, which fills the gap of the current torque monitoring logic, and is extremely robust and highly reliable; ( 3)
  • the control logic provided by the embodiment of the present invention can be adapted to the more common special working conditions, such as the severe environment of snow in the northeast or rain in the south, in the scene where snow or rain and dry asphalt roads appear inside, after the DSA module is turned on , Assisting the driver to control the vehicle, allowing the driver to drive the vehicle more freely; (4) the control logic provided by the embodiments of the present invention reflects the rationality of vehicle function development and the level of intelligent design, and enhances the competition between domestic and foreign vehicles and joint venture vehicles. Power can fully demonstrate the performance level of domestic automobiles.
  • FIG. 3 shows a schematic flowchart of an auxiliary control method for a vehicle according to an embodiment of the present invention.
  • an embodiment of the present invention also provides an auxiliary control method for a vehicle.
  • the method may include: the DSA module performs the following multiple steps: step S302, detecting whether the vehicle is in a special working condition; steps S304, when the vehicle is in a special working condition, calculate steering assist torque for the current operating condition of the vehicle; step S306, generate a torque superposition request including the steering assist torque; step S308, convert the torque The superposition request is transmitted to the EPS module; and the EPS module executes step S310, and the EPS module adjusts the steering wheel torque according to the steering assist torque in the torque superposition request.
  • the steering wheel torque is adjusted based on the steering assist torque to assist the driver in operating the vehicle, correct the dynamic changes of the vehicle, and keep the vehicle in a stable and controllable state, thereby increasing vehicle safety.
  • the aforementioned storage media include: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), magnetic disk or optical disk and other media that can store program code .

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Abstract

一种用于车辆的辅助控制***及方法，***包括：DSA模块（110）和EPS模块（120），DSA模块（110）用于执行以下多个步骤：检测车辆是否处于特殊工况；在车辆处于特殊工况的情况下，计算针对车辆当前运行工况的转向辅助扭矩；生成包括转向辅助扭矩的扭矩叠加请求；将扭矩叠加请求传输至EPS模块（120）；EPS模块（120），用于根据扭矩叠加请求中的转向辅助扭矩来对方向盘的扭矩进行调整。能够使车辆始终处于稳定可控状态，进而增加车辆安全和驾驶舒适性。

Description

用于车辆的辅助控制***及方法 技术领域
本发明涉及车辆领域，具体地，涉及一种用于车辆的辅助控制***及方法。
背景技术
ESP(Electrical Stable Program，电子稳定程序)***能够在车辆即将出现失控的紧急关头，通过迅速干预发动机和制动***，使车辆能快速保持稳定，保证驾驶员和车辆安全。
ESP***主要由以下三大控制模块组成：ABS(Anti-lock Break System，防抱死***)、TCS(Traction Control system，牵引力控制***)和VDC(Vehcile Dynamic Control，车辆动态控制)模块。
然而，在车辆各ECU(Electronic Control Unit，电子控制单元)交互***中，ESP***与其他***交互甚少，并且均充当子***角色，如针对ACC(Adaptive Cruise Control system，自适应巡航***)，ESP充当紧急制动角色，针对APA(Auto Parking Assistance System，自动泊车***)，ESP充当轮速方向与轮速识别角色。
发明内容
本发明实施例的目的是提供一种用于车辆的辅助控制***及方法，用于至少完善ESP***的控制策略范畴。
为了实现上述目的，本发明实施例提供一种用于车辆的辅助控制***，所述***包括：动态方向稳定辅助DSA模块和传输至电动助力转向EPS模块，所述DSA模块用于执行以下多个步骤：检测所述车辆是否处于特殊工况；在所述车辆处于特殊工况的情况下，计算针对所述车辆当前运行工况的转向辅助扭矩；生成包括所述转向辅助扭矩的扭矩叠加请求；将所述扭矩叠加请求传输至所述EPS模块；所述EPS模块，用于根据所述扭矩叠加请求中的所述转向辅助扭矩来对方向盘的扭矩进行调整。
可选的，所述DSA模块用于周期性的执行所述多个步骤；和/或所述特殊工况包括以下一者或多者：转向过度、转向不足、对开路面制动、对开路面加速、侧向加速度高于预定加速度的弯道工况。
可选的，所述EPS模块根据所述转向辅助扭矩和所述转向辅助扭矩的斜率来对所述方向盘的扭矩进行调整。
可选的，所述EPS模块用于：在所述转向辅助扭矩和/或所述转向辅助扭矩的斜率的异常累积次数小于预定次数的情况下，执行以下步骤：如果所述转向辅助扭矩和所述斜率均正常，则对所述方向盘的扭矩叠加所述转向辅助扭矩；如果所述转向辅助扭矩正常且所述斜率异常，则根据预设斜率值和最近一次叠加的扭矩计算当前需叠加的扭矩；如果所述转向辅助扭矩异常而所述斜率正常或异常，则对所述方向盘的扭矩叠加预设扭矩，所述预设扭矩的叠加方向与所述转向辅助扭矩的叠加方向一致，其中，在转向辅助扭矩处于预设扭矩范围的情况下，确定所述转向辅助扭矩正常，在所述斜率不超过所述预设斜率值的情况下，确定所述斜率正常；在所述转向辅助扭矩和/或所述转向辅助扭矩的斜率的异常累积次数等于所述预定次数的情况下，不对所述向盘的扭矩进行叠加。
可选的，所述EPS模块根据以下步骤计算所述异常累积次数：如果所述转向辅助扭矩异常和/或所述转向辅助扭矩的斜率异常，则将所述异常累积次数增加预定值；以及如果所述转向辅助扭矩和所述转向辅助扭矩的斜率均正常，则将所述异常累积次数减小所述预定值；其中，在所述转向辅助扭矩和/或所述转向辅助扭矩的斜率首次出现异常时，开始累积所述异常累积次数。
可选的，以下一者或多者：在所述转向辅助扭矩和/或所述转向辅助扭矩的斜率的异常累积次数小于所述预定次数的情况下，所述EPS模块保持处于活动状态，或者所述EPS模块从可用于控制的状态转移到所述活动状态；在所述转向辅助扭矩和/或所述转向辅助扭矩的斜率的异常累积次数等于所述预定次数的情况下，所述EPS模块从所述活动状态转移到永久失效状态；以及所述预设扭矩为所述预设扭矩范围的最大值或最小值。
可选的，所述EPS模块还用于向所述DSA模块输出所述EPS模块的当前状态，所述DSA模块在所述EPS模块处于活动状态或可用于控制状态的情况下，向所述EPS模块传输所述扭矩叠加请求。
相应的，本发明实施例还提供一种用于车辆的辅助控制方法，所述方法包括：由DSA模块执行以下多个步骤：检测所述车辆是否处于特殊工况；在所述车辆处于特殊工况的情况下，计算针对所述车辆当前运行工况的转向辅助扭矩；生成包括所述转向辅助扭矩的扭矩叠加请求；将所述扭矩叠加请求传输至所述EPS模块；以及所述EPS模块根据所述扭矩叠加请求中的所述转向辅助扭矩来对方向盘的扭矩进行调整。
可选的，所述DSA模块用于周期性的执行所述多个步骤；和/或所述特殊工况包括以下一者或多者：转向过度、转向不足、对开路面制动、对开路面加速、侧向加速度高于预定加速度的弯道工况。
可选的，所述EPS模块根据所述转向辅助扭矩和所述转向辅助扭矩的斜率来对所述方向盘的扭矩进行调整。
可选的，在所述转向辅助扭矩和/或所述转向辅助扭矩的斜率的异常累积次数小于预定次数的情况下，所述EPS模块执行以下步骤：如果所述转向辅助扭矩和所述斜率均正常，则对所述方向盘的扭矩叠加所述转向辅助扭矩；如果所述转向辅助扭矩正常且所述斜率异常，则根据预设斜率值和最近一次叠加的扭矩计算当前需叠加的扭矩；如果所述转向辅助扭矩异常且所述斜率正常或异常，则对所述方向盘的扭矩叠加预设扭矩，所述预设扭矩的叠加方向与所述转向辅助扭矩的叠加方向一致，其中，在转向辅助扭矩处于预设扭矩范围的情况下，确定所述转向辅助扭矩正常，在所述斜率不超过所述预设斜率值的情况下，确定所述斜率正常；在所述转向辅助扭矩和/或所述转向辅助扭矩的斜率的异常累积次数等于所述预定次数的情况下，所述EPS模块不对所述向盘的扭矩进行叠加。
可选的，所述EPS模块根据以下步骤计算所述异常累积次数：如果所述转向辅助扭矩和/或所述转向辅助扭矩的斜率的异常，则所述异常累积次数增加预定值；以及如果所述转向辅助扭矩和所述转向辅助扭矩的斜率均正常，则所述异常累积次数减小所述预定值；其中，在所述转向辅助扭矩和/或所述转向辅助扭矩的斜率首次出现异常时，开始累积所述异常累积次数。
可选的，以下一者或多者：在所述转向辅助扭矩和/或所述转向辅助扭矩的斜率的异常累积次数小于所述预定次数的情况下，所述EPS模块保持处于活动状态，或者所述EPS模块从可用于控制的状态转移到所述活动状态；在所述转 向辅助扭矩和/或所述转向辅助扭矩的斜率的异常累积次数等于所述预定次数的情况下，所述EPS模块从所述活动状态转移到永久失效状态；以及所述预设扭矩为所述预设扭矩范围的最大值或最小值。
可选的，所述方法还包括：由所述EPS模块向所述DSA模块输出所述EPS模块的当前状态；以及所述DSA模块在所述EPS模块处于活动状态或可用于控制状态的情况下，向所述EPS模块传输所述扭矩叠加请求。
通过上述技术方案，DSA模块在检测到车辆处于特殊工况的情况下，计算针对该特殊工况的转向辅助扭矩，ESP模块使用该转向辅助扭矩辅助驾驶员操作车辆，修正车辆的动态变化，使车辆始终处于稳定可控状态，进而增加车辆安全，并提升车辆舒适性。
本发明实施例的其它特征和优点将在随后的具体实施方式部分予以详细说明。
附图说明
附图是用来提供对本发明实施例的进一步理解，并且构成说明书的一部分，与下面的具体实施方式一起用于解释本发明实施例，但并不构成对本发明实施例的限制。在附图中：
图1示出了根据本发明一实施例的用于车辆的辅助控制***的结构框图；
图2示出了一实施例中EPS模块的状态迁移图；以及
图3示出了根据本发明一实施例的用于车辆的辅助控制方法的流程示意图。
附图标记说明
110  DSA模块   120  EPS模块
具体实施方式
以下结合附图对本发明实施例的具体实施方式进行详细说明。应当理解的是，此处所描述的具体实施方式仅用于说明和解释本发明实施例，并不用于限制本发明实施例。
当车辆在对开路面行驶(即，车辆左侧车轮在低附路面而右侧车轮在高附 路面，或者车辆右侧车轮在低附路面而左侧车轮在高附路面)时，由于车辆左右两侧车轮所在路面的附着系数不一致，使得车辆在这种特殊路面上进行制动或加速时会出现以下两种情况：
(1)在对开路面进行制动时，高附路面提供的制动压力大于低附路面提供的制动压力，导致车辆受到向高附路面侧旋转的横摆力矩，且横摆力矩随着附着系数差异的增加而变大、横摆角速度随制动速度的增加而增大，当两者达到很大时，一般驾驶员是很难控制车辆稳定；
(2)在对开路面进行加速时，高附路面提供的驱动力大于低附路面提供的驱动力，导致车辆受到向高附路面侧旋转的横摆力矩，使车辆转向低附侧，驾驶员需要修正方向盘，以保证车辆直线行驶。
以上特殊情况下，尽管ESP***能通过控制前轴高附侧的增减压，并跟随前轴低附侧压力来降低车辆横摆力矩，此外，能够使后轴进行一定压力限制以降低车辆甩尾风险，辅助车辆稳定。但是车辆在高速制动的情况下，依然需要驾驶员提前做出准确判断，再结合ESP稳定控制***，修正方向盘稳住车辆，只有通过以上ESP***和驾驶员两者相互协调配合，最终才能降低车辆失控风险。
基于此，本发明实施例提供一种用于车辆的辅助控制***和方法，用来在车辆处于特殊工况下时，辅助驾驶员操作车辆，修正车辆的动态变化，使车辆始终处于稳定可控状态，进而增加车辆安全。
图1示出了根据本发明实施例的用于车辆的辅助控制***的结构框图。如图1所示，本发明实施例提供一种用于车辆的辅助控制***，该***可以包括DSA(Dynamic Stable Assistant，动态方向稳定辅助)模块110和EPS(Electric Power Steering，电动助力转向)模块120。
DSA模块110可以是车辆的ESP***的内部模块，DSA模块110可以是在ESP***的硬件基础上的进一步开发。DSA模块110的逻辑功能可以是基于ESP***内的VDC模块、ABS模块、TCS模块而设计的一项附加功能，其能够进一步完善ESP***的控制策略范畴。
在车辆行驶过程中，DSA模块110可以实时或周期性的检测车辆是否处于特殊工况。该特殊工况可以包括以下一者或多者：转向过度、转向不足、对开路面制动、对开路边加速、侧向加速度高于预定加速度的弯道工况。
根据ESP***内部计算的车速、主缸制动压力、目标横摆角和车身滑移角，并结合VDS控制门限和TCS触发门限，DSA模块可以识别车辆是否处于特殊工况。在DSA模块110检测到车辆处于特殊工况的情况下，可以计算针对车辆当前运行工况的转向辅助扭矩。具体的，DSA模块110可以接收车身传感器传送的侧向加速度、方向盘转角、车身横摆角等参数，EPS模块120也可以将检测的驾驶员输入扭矩输送给DSA模块110，DSA模块110可以基于侧向加速度、方向盘转角、车身横摆角及驾驶员输入扭矩来计算转向辅助扭矩。例如，根据车身传感器传送的侧向加速度、方向盘转角、车身横摆角这三个参数建立一个数据库，针对该数据库评估出一动态指数。动态指数可用于评价当前车辆的稳定性，动态指数越大，说明车辆当前越不稳定，需要更大的扭矩值去辅助驾驶员操控车辆。DSA模块110中可以存储有与动态指数一一对应的所需的方向盘扭矩，其中动态指数越大，所需的方向盘扭矩的值就越大。根据动态指数确定出所需的方向盘扭矩之后，进一步结合驾驶员输入扭矩就可以计算出针对所述车辆当前运行工况的转向辅助扭矩。计算出的转向辅助扭矩可以包括“+”、“-”，其中可以设置“+”表示逆时针方向、“-”表示顺时针方向，例如转向辅助扭矩为-1NM指示期望方向盘向顺时针方向旋转1NM。
在计算出转向辅助扭矩之后，生成包括转向辅助扭矩的扭矩叠加请求。可选的，在DSA模块110中可以针对每一特殊工况存储有对应的转向辅助扭矩范围，在所计算出的转向辅助扭矩处于对应的转向扭矩范围的情况下，才生成扭矩叠加请求。在所计算出的转向辅助扭矩未处于对应的转向扭矩范围的情况下，不生成扭矩叠加请求，DSA模块110继续检测车辆的工况。
DSA模块110可以将生成的扭矩叠加请求传输至ESP模块120，例如可以通过CAN总线将扭矩叠加请求传输至ESP模块120。ESP模块120可以根据扭矩叠加请求中包括的转向辅助扭矩来对方向盘的扭矩进行调整。可选的，该扭矩叠加请求还包括扭矩叠加命令请求标志。EPS模块120在扭矩叠加请求中包括扭矩叠加命令请求标志和转向辅助扭矩二者的情况下，基于转向辅助扭矩对方向盘的扭矩进行调整。通过基于转向辅助扭矩而对方向盘的扭矩进行调整，以辅助驾驶员操作车辆，修正车辆的动态变化，使车辆始终处于稳定可控状态，进而增加车辆安全。
可选的，DSA模块的功能可以通过开关进行开启和关闭，例如可以由驾驶员进行开启和关闭。DSA模块的开关可以是设置在车辆操作面板的按钮，驾驶员可以通过该按钮来开启和关闭DSA模块。或者，可以在车辆主机***的触控屏上设置开启和关闭DSA模块的选项，以便于驾驶员开启和关闭DSA模块。
图2示出了一实施例中EPS模块的状态迁移图。如图2所示，在通电之后，EPS模块首先执行初始化，如果初始化失败，则EPS模块处于永久失效状态，其中在EPS模块处于永久失效状态情况下，EPS模块可以进行异常报错。在初始化过程中，EPS模块处于暂时禁止状态，如果初始化成功，则EPS模块处于可用于控制状态，EPS模块处于可用于控制状态后经有效触发，可以处于活动状态。EPS模块可以通过内部状态机切换条件切换到相应状态。EPS模块可以向DSA模块传输EPS模块的当前状态，例如，所述当前状态可以EPS_DSA_ControlSts表示，EPS模块和DSA模块之间可以通过CAN总线进行数据传输。
在EPS模块的当前状态为可用于控制状态或活动状态的情况下，DSA模块向ESP模块传输扭矩叠加请求。该叠加请求中可以使用DSA_Torque_Request表示DSA模块所计算的转向辅助扭矩，使用DSA_Active表示扭矩叠加命令请求标志。EPS模块根据接收到的转向辅助扭矩和所述转向辅助扭矩的斜率来对方向盘的扭矩进行调整。
具体的，EPS模块可以根据接收到的转向辅助扭矩是否正常、转向辅助扭矩的斜率是否正常和所述转向辅助扭矩和/或所述转向辅助扭矩的斜率的异常累积次数来对方向盘的扭矩进行调整。在转向辅助扭矩处于预设扭矩范围的情况下，确定所述转向辅助扭矩正常，在转向辅助扭矩未处于预设扭矩范围的情况下，确定所述转向辅助扭矩异常，其中，预设扭矩范围可以根据实际情况设置为任何合适的值，例如，预设扭矩范围可以设置为-3Nm至+3Nm，其中，包含两个端点-3Nm和+3Nm。在所述斜率不超过预设斜率值的情况下，确定所述斜率正常，在所述斜率超过所述预设斜率值的情况下，确定所述斜率异常，其中预设斜率值可以根据实际情况设置为任何合适的值，且不同型号的车辆预设斜率值可以不同，例如，预设斜率值可以设置为10Nm/s。可以使用当前一次接收到的转向辅助扭矩减去前一次接收到的转向辅助扭矩得到二者的差值，然后使用该差值除以当前一次和 前一次接收到的转向辅助扭矩之间的时间差来得到转向辅助扭矩的斜率，或者以使用当前一次接收到的转向辅助扭矩减去EPS模块前一次叠加到方向盘的扭矩得到二者的差值，然后使用该差值除以当前一次和前一次接收到的转向辅助扭矩之间的时间差来得到转向辅助扭矩的斜率。
EPS模块可以开启异常监控计数功能来对异常累积次数进行监控，即，EPS模块在处于活动或可用于控制状态下，由于从DSA模块接收到的转向辅助扭矩异常和/或转向辅助扭矩的斜率异常，而开始对异常累积次数进行监控。
在转向辅助扭矩和/或转向辅助扭矩的斜率首次出现异常时，开始累积异常累积次数，例如，首次异常时，可以记录异常累积次数等于1。在累积过程中，如果转向辅助扭矩异常和/或该转向辅助扭矩的斜率异常，则将异常累积次数增加预定值，如果转向辅助扭矩和该转向辅助扭矩的斜率均正常，则将异常累积次数减少预定值。其中，预定值可以根据需要设置为任何合适的值，本发明实施例中是以预定值为1进行举例说明的。
下面以预定值为1举例说明对异常累积次数的计算。
当EPS模块监控到从DSA模块接收到的转向辅助扭矩和该转向辅助扭矩的斜率中任意一者第一次出现异常时，开始进行异常累积次数的累积，此时，将异常累积次数记录为1。EPS模块继续监控从DSA模块接收到的转向辅助扭矩和该转向辅助扭矩的斜率。
当EPS模块监控到从DSA模块接收到的转向辅助扭矩和该转向辅助扭矩的斜率中任意一者再次出现异常时，记录异常累积次数为1+1＝2。而当转向辅助扭矩和该转向辅助扭矩的斜率中任意一者第三次出现异常时，记录异常累积次数为1+1+1＝3，以此类推，其中，只要转向辅助扭矩和该转向辅助扭矩的斜率中任意一者出现异常，就对异常累积次数进行累加。当EPS模块监控到第四次从DSA模块接收到的转向辅助扭矩和该转向辅助扭矩的斜率均为出现异常，则记录异常累积次数为1+1+1-1＝2。
EPS模块根据以上控制策略，依据当前一次从DSA模块接收到的转向辅助扭矩和该转向辅助扭矩的斜率的异常或正常来对异常累积次数进行累加或减小。
在异常累加次数小于预定次数的情况下，依据当前一次从DSA模块接收到的转向辅助扭矩和该转向辅助扭矩的斜率的异常或正常，EPS模块可以执行不同 的步骤。
如果转向辅助扭矩和该转向辅助扭矩的斜率均正常，则对方向盘的扭矩叠加从DSA模块接收到的所述转向辅助扭矩。
如果转向辅助扭矩正常而该转向辅助扭矩的斜率异常，则根据预设斜率值和最近一次叠加的扭矩计算当前需叠加的扭矩，可以使用上文所述的斜率计算方式推导当前需叠加的扭矩。例如，如果预设斜率值为k＝10Nm/S，EPS模块向方向盘最近一次叠加的扭矩为Tor 1＝+0.78Nm，当前一次和先前一次接收到转向辅助扭矩的时间差为△T＝0.2S，则当前需叠加的扭矩为Tor 0＝k*△T+Tor 1＝10Nm/S*0.2S+(+0.78Nm)＝+2.78Nm。
如果转向辅助扭矩异常而该转向辅助扭矩的斜率正常或异常，则对方向盘的扭矩叠加预设扭矩，预设扭矩的叠加方向与从DSA模块接收到的所述转向辅助扭矩的叠加方向一致。本发明实施例中预设扭矩可以是根据实际需要确定的任意合适的值，可选的，可以设置预设扭矩为预设扭矩范围的最大值或最小值。例如，如果预设扭矩范围可以设置为-3Nm至+3Nm，其中，包含两个端点-3Nm和+3Nm，而EPS模块从DSA模块接收到的转向辅助扭矩为-5Nm，则EPS模块检测到转向辅助扭矩异常后，不管辅助扭矩的斜率正常还是异常，可以对方向盘叠加-3Nm的扭矩，如果EPS模块从DSA模块接收到的转向辅助扭矩为+5Nm，则EPS模块检测到转向辅助扭矩异常后，不管辅助扭矩的斜率正常还是异常，可以对方向盘叠加+3Nm的扭矩。
在异常累积次数小于预定次数的情况下，EPS模块依据上述的策略对方向盘执行扭矩的叠加，使得对方向盘的辅助调整更线性，且更稳定。
进一步的，在异常累积次数小于预定次数的情况下，EPS模块可以保持处于活动状态，或者EPS模块可从可用于控制状态转移到活动状态。其中，如果EPS模块当前处于可用于控制状态，并且从DSA模块接收到转向辅助扭矩之后，确定异常累积次数小于预定次数，则可以从可用于控制状态转移到活动状态。
如果EPS模块在从DSA模块接收到转向辅助扭矩之后，确定出当前异常累积次数等于预定次数，则EPS模块可以不对方向盘的扭矩进行调整，并且EPS模块可以从活动状态转移到永久失效状态，在这种情况下，EPS模块还可以进行异常报错。本发明实施例中的所述预定次数可以根据实际需要设置为任意合适的 值，本发明实施例以预定次数为5次进行举例说明。
表1示出了一实施例中ESP模块的异常报错逻辑表，表1的异常选项中，值“1”表示异常，值“0”表示没有出现异常，报错选项中，值“0”表示不进行报错，值“1”表示进行报错。通过表1的逻辑判断，可以提示DSA模块功能***的鲁棒性性能要求。可以理解，表1仅用于示例性的而非用于限制本发明，异常报错逻辑表可以是序号不受限制的任意表。
表1
序号 0 1 2 3 4 5 6 7 8 9 10 11 12
异常 1 1 1 0 1 0 0 0 1 1 1 1 1
计数 1 2 3 2 3 2 1 0 1 2 3 4 5
报错 0 0 0 0 0 0 0 0 0 0 0 0 1
本发明实施例提供的用于车辆的辅助控制***具有以下优势：(1)基于所设置的DSA模块的功能，首次提出了ESP***和EPS模块之间的交互框架，弥补了当前汽车市场中无配置有ESP与EPS***交互功能的缺陷(2)满足了顾客对车辆性能提出的更高的性能与安全要求，使车辆控制单元交互更加灵活，由ESP***的DSA模块发出指令给EPS模块以辅助驾驶员操控车辆，提升了车辆驾驶安全性和舒适性；(2)为EPS模块设置了异常监控逻辑策略，该策略填补了当前扭矩监控逻辑的空白，并且鲁棒性能极高，更加可靠；(3)本发明实施例提供的控制逻辑可以应道较为常见的特殊工况下，如东北雪天或南方雨天恶劣环境中，里面出现积雪或雨水与干沥青路面的场景中，DSA模块开启后，辅助驾驶员操控车辆，能让驾驶员更加随心所欲驾驶车辆；(4)本发明实施例提供的控制逻辑体现了车辆功能开发合理性与智能化设计水平，提升国内汽车与国外汽车、合资车竞争力，可以充分显示出国内汽车性能水平能力。
图3示出了根据本发明一实施例的用于车辆的辅助控制方法的流程示意图。如图3所示，本发明实施例还提供一种用于车辆的辅助控制方法，该方法可以包括：由DSA模块执行以下多个步骤：步骤S302，检测所述车辆是否处于特殊工况；步骤S304，在所述车辆处于特殊工况的情况下，计算针对所述车辆当前运行工况的转向辅助扭矩；步骤S306，生成包括所述转向辅助扭矩的扭矩叠加请求；步骤S308，将所述扭矩叠加请求传输至所述EPS模块；以及由EPS模块执行步骤S310，所述EPS模块根据所述扭矩叠加请求中的所述转向辅助扭矩来对 方向盘的扭矩进行调整。通过基于转向辅助扭矩而对方向盘的扭矩进行调整，以辅助驾驶员操作车辆，修正车辆的动态变化，使车辆始终处于稳定可控状态，进而增加车辆安全。
本发明实施例提供的用于车辆的辅助控制方法的具体工作原理及益处与上述本发明实施例提供的用于车辆的辅助控制***的具体工作原理及益处相似，这里将不再赘述。
以上结合附图详细描述了本发明实施例的可选实施方式，但是，本发明实施例并不限于上述实施方式中的具体细节，在本发明实施例的技术构思范围内，可以对本发明实施例的技术方案进行多种简单变型，这些简单变型均属于本发明实施例的保护范围。
另外需要说明的是，在上述具体实施方式中所描述的各个具体技术特征，在不矛盾的情况下，可以通过任何合适的方式进行组合。为了避免不必要的重复，本发明实施例对各种可能的组合方式不再另行说明。
本领域技术人员可以理解实现上述实施例方法中的全部或部分步骤是可以通过程序来指令相关的硬件来完成，该程序存储在一个存储介质中，包括若干指令用以使得单片机、芯片或处理器(processor)执行本申请各个实施例所述方法的全部或部分步骤。而前述的存储介质包括：U盘、移动硬盘、只读存储器(ROM，Read-Only Memory)、随机存取存储器(RAM，Random Access Memory)、磁碟或者光盘等各种可以存储程序代码的介质。
此外，本发明实施例的各种不同的实施方式之间也可以进行任意组合，只要其不违背本发明实施例的思想，其同样应当视为本发明实施例所公开的内容。

Claims (14)

  1. 一种用于车辆的辅助控制***，其特征在于，所述***包括：动态方向稳定辅助DSA模块和传输至电动助力转向EPS模块，
    所述DSA模块用于执行以下多个步骤：检测所述车辆是否处于特殊工况；在所述车辆处于特殊工况的情况下，计算针对所述车辆当前运行工况的转向辅助扭矩；生成包括所述转向辅助扭矩的扭矩叠加请求；将所述扭矩叠加请求传输至所述EPS模块；
    所述EPS模块，用于根据所述扭矩叠加请求中的所述转向辅助扭矩来对方向盘的扭矩进行调整。
  2. 根据权利要求1所述的***，其特征在于，
    所述DSA模块用于周期性的执行所述多个步骤；和/或
    所述特殊工况包括以下一者或多者：转向过度、转向不足、对开路面制动、对开路面加速、侧向加速度高于预定加速度的弯道工况。
  3. 根据权利要求1所述的***，其特征在于，所述EPS模块根据所述转向辅助扭矩和所述转向辅助扭矩的斜率来对所述方向盘的扭矩进行调整。
  4. 根据权利要求3所述的***，其特征在于，所述EPS模块用于：
    在所述转向辅助扭矩和/或所述转向辅助扭矩的斜率的异常累积次数小于预定次数的情况下，执行以下步骤：如果所述转向辅助扭矩和所述斜率均正常，则对所述方向盘的扭矩叠加所述转向辅助扭矩；如果所述转向辅助扭矩正常且所述斜率异常，则根据预设斜率值和最近一次叠加的扭矩计算当前需叠加的扭矩；如果所述转向辅助扭矩异常而所述斜率正常或异常，则对所述方向盘的扭矩叠加预设扭矩，所述预设扭矩的叠加方向与所述转向辅助扭矩的叠加方向一致，其中，在转向辅助扭矩处于预设扭矩范围的情况下，确定所述转向辅助扭矩正常，在所述斜率不超过所述预设斜率值的情况下，确定所述斜率正常；
    在所述转向辅助扭矩和/或所述转向辅助扭矩的斜率的异常累积次数等于所述预定次数的情况下，不对所述向盘的扭矩进行叠加。
  5. 根据权利要求4所述的***，其特征在于，所述EPS模块根据以下步骤计算所述异常累积次数：
    如果所述转向辅助扭矩异常和/或所述转向辅助扭矩的斜率异常，则将所述异常累积次数增加预定值；以及
    如果所述转向辅助扭矩和所述转向辅助扭矩的斜率均正常，则将所述异常累积次数减小所述预定值；
    其中，在所述转向辅助扭矩和/或所述转向辅助扭矩的斜率首次出现异常时，开始累积所述异常累积次数。
  6. 根据权利要求4或5所述的***，其特征在于，以下一者或多者：
    在所述转向辅助扭矩和/或所述转向辅助扭矩的斜率的异常累积次数小于所述预定次数的情况下，所述EPS模块保持处于活动状态，或者所述EPS模块从可用于控制的状态转移到所述活动状态；
    在所述转向辅助扭矩和/或所述转向辅助扭矩的斜率的异常累积次数等于所述预定次数的情况下，所述EPS模块从所述活动状态转移到永久失效状态；以及
    所述预设扭矩为所述预设扭矩范围的最大值或最小值。
  7. 根据权利要求1所述的***，其特征在于，所述EPS模块还用于向所述DSA模块输出所述EPS模块的当前状态，所述DSA模块在所述EPS模块处于活动状态或可用于控制状态的情况下，向所述EPS模块传输所述扭矩叠加请求。
  8. 一种用于车辆的辅助控制方法，其特征在于，所述方法包括：
    由DSA模块执行以下多个步骤：检测所述车辆是否处于特殊工况；在所述车辆处于特殊工况的情况下，计算针对所述车辆当前运行工况的转向辅助扭矩；生成包括所述转向辅助扭矩的扭矩叠加请求；将所述扭矩叠加请求传输至所述EPS模块；以及
    所述EPS模块根据所述扭矩叠加请求中的所述转向辅助扭矩来对方向盘的扭矩进行调整。
  9. 根据权利要求8所述的方法，其特征在于，
    所述DSA模块用于周期性的执行所述多个步骤；和/或
    所述特殊工况包括以下一者或多者：转向过度、转向不足、对开路面制动、对开路面加速、侧向加速度高于预定加速度的弯道工况。
  10. 根据权利要求8所述的方法，其特征在于，所述EPS模块根据所述转向辅助扭矩和所述转向辅助扭矩的斜率来对所述方向盘的扭矩进行调整。
  11. 根据权利要求8所述的方法，其特征在于，
    在所述转向辅助扭矩和/或所述转向辅助扭矩的斜率的异常累积次数小于预定次数的情况下，所述EPS模块执行以下步骤：如果所述转向辅助扭矩和所述斜率均正常，则对所述方向盘的扭矩叠加所述转向辅助扭矩；如果所述转向辅助扭矩正常且所述斜率异常，则根据预设斜率值和最近一次叠加的扭矩计算当前需叠加的扭矩；如果所述转向辅助扭矩异常且所述斜率正常或异常，则对所述方向盘的扭矩叠加预设扭矩，所述预设扭矩的叠加方向与所述转向辅助扭矩的叠加方向一致，其中，在转向辅助扭矩处于预设扭矩范围的情况下，确定所述转向辅助扭矩正常，在所述斜率不超过所述预设斜率值的情况下，确定所述斜率正常；
    在所述转向辅助扭矩和/或所述转向辅助扭矩的斜率的异常累积次数等于所述预定次数的情况下，所述EPS模块不对所述向盘的扭矩进行叠加。
  12. 根据权利要求11所述的方法，其特征在于，所述EPS模块根据以下步骤计算所述异常累积次数：
    如果所述转向辅助扭矩和/或所述转向辅助扭矩的斜率的异常，则所述异常累积次数增加预定值；以及
    如果所述转向辅助扭矩和所述转向辅助扭矩的斜率均正常，则所述异常累积次数减小所述预定值；
    其中，在所述转向辅助扭矩和/或所述转向辅助扭矩的斜率首次出现异常时，开始累积所述异常累积次数。
  13. 根据权利要求11或12所述的方法，其特征在于，以下一者或多者：
    在所述转向辅助扭矩和/或所述转向辅助扭矩的斜率的异常累积次数小于所述预定次数的情况下，所述EPS模块保持处于活动状态，或者所述EPS模块从可用于控制的状态转移到所述活动状态；
    在所述转向辅助扭矩和/或所述转向辅助扭矩的斜率的异常累积次数等于所述预定次数的情况下，所述EPS模块从所述活动状态转移到永久失效状态；以及
    所述预设扭矩为所述预设扭矩范围的最大值或最小值。
  14. 根据权利要求8所述的方法，其特征在于，所述方法还包括：
    由所述EPS模块向所述DSA模块输出所述EPS模块的当前状态；以及
    所述DSA模块在所述EPS模块处于活动状态或可用于控制状态的情况下，向所述EPS模块传输所述扭矩叠加请求。
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CN110562318A (zh) 2019-12-13
EP3889004A1 (en) 2021-10-06

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