CN116811995A - Self-adaptive feedforward power-assisted control method for automobile electric power-assisted steering - Google Patents
Self-adaptive feedforward power-assisted control method for automobile electric power-assisted steering Download PDFInfo
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- CN116811995A CN116811995A CN202310854335.9A CN202310854335A CN116811995A CN 116811995 A CN116811995 A CN 116811995A CN 202310854335 A CN202310854335 A CN 202310854335A CN 116811995 A CN116811995 A CN 116811995A
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Classifications
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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
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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
- B62D5/0472—Controlling the motor for damping vibrations
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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
- B62D5/0481—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
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- 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
- B62D6/001—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits the torque NOT being among the input parameters
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
Abstract
The invention discloses a self-adaptive feedforward power-assisted control method for automobile electric power-assisted steering, which mainly comprises the following working procedures: an Electric Power Steering (EPS) carries out linear interpolation calculation on a calibratable rack force-target hand force curve under different vehicle speeds according to the current safe vehicle speed to obtain a rack force-target hand force curve under the current vehicle speed, and combines EPS mechanical parameters to calculate a power assisting curve under the current vehicle speed, and based on the power assisting curve under the current vehicle speed and EPS torsion bar moment, the power assisting curve under the current vehicle speed, a road shake count value, a rack tail end protection activation state and an additional request moment of an auxiliary driving function are combined, and feedforward control related parameters are adaptively adjusted, so that EPS adaptive feedforward assisting moment is calculated and obtained, a driver can obtain safe and smooth steering assisting force under different steering working conditions, and better driving experience is provided for the driver.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to a self-adaptive feedforward power-assisted control method for automobile electric power-assisted steering.
Background
Under the wave tide of a software-defined automobile, automobile chassis dynamics application layer control software is rapidly developed, wherein an Electric Power Steering (EPS) is a key part for influencing chassis transverse dynamics, and how to provide steering assistance for a driver, which is rapid in response, safe and smooth under different vehicle driving conditions, becomes an important ring for improving vehicle steering stability. The market expects that in the normal driving process of a vehicle by a driver, the electric power steering can achieve the expected power-assisted effect under various different driving working conditions of the vehicle, and the requirements of the safety target of the whole vehicle function of the driver under the steering working condition without leaving hands are met, and the conditions of obvious unexpected steering, reverse power assistance, power-assisted torque fluctuation, power-assisted loss and the like are not generated.
The electric power steering machine of partial automobiles in the current market has poor robustness when the driving road surface jolts or the steering angle approaches to the tail end of a rack, and the situations of torque fluctuation of a power-assisted motor, steering wheel shake and the like of different degrees can occur, which are mainly caused by the following two reasons: firstly, the feedforward calibration parameters are only based on a power-assisted curve, the actual condition of the road surface cannot be combined, and the adjustment and optimization of the steering power-assisted parameters are difficult; secondly, a group of debugging parameters cannot make up different phase deviations generated by torsion bar torque and motor booster torque in the dynamic change process.
Disclosure of Invention
In order to solve the technical problems, the invention provides a self-adaptive feedforward power-assisted control method for automobile electric power-assisted steering, which comprises the following steps:
step 1, an electric power steering system receives a safe vehicle speed signal of a communication input module in real time, and a sensor signal acquisition and calculation module acquires torsion bar moment, torsion bar moment change gradient, motor rotor speed and motor rotor acceleration, and a rack tail end protection activation state of a rack tail end protection module and an additional moment request value of an auxiliary driving function module.
Step 2, according to the safe vehicle speed signal, performing linear interpolation table lookup calculation on the rack force-target torsion bar moment calibration curve under different vehicle speeds to obtain a rack force-target torsion bar moment relation curve under the current vehicle speed, namely a hand feeling curve under the current vehicle speed;
step 3, non-negative gradient amplitude limiting is carried out on the hand feeling curve at the current vehicle speed, and meanwhile upper and lower safety boundary amplitude limiting is carried out on the hand feeling curve at the current vehicle speed;
step 4, carrying out coordinate transformation on the hand feeling curve limited by the safety boundary in the step 3 according to the mechanical conversion coefficient from the torque of the power-assisted motor of the steering machine to the rack force and the mechanical conversion coefficient from the torque of the torsion bar to the rack force, and calculating a torsion bar torque-motor power-assisted torque relation curve under the current vehicle speed, namely a power-assisted curve under the current vehicle speed;
step 5, performing upper and lower safety boundary limiting on a power assisting curve at the current vehicle speed;
step 6, performing redundancy calculation and verification on the power-assisted curve subjected to amplitude limitation by the safety boundary under the current vehicle speed;
and 7, calculating a road shake count value according to the motor rotor acceleration signal in the step 1.
Step 8, judging the running direction of the vehicle according to the safe vehicle speed signal in the step 1, and calculating a stable gradient limit value of the power-assisted curve by combining the road shake count value in the step 7;
and 9, performing gradient amplitude limiting on the power-assisted curve subjected to the amplitude limiting by the safety boundary under the current vehicle speed according to the stable gradient limit value of the power-assisted curve in the step 8, and obtaining a safety power-assisted curve and a stable power-assisted curve.
Step 10, superposing the additional torque request value in the step 1 with a torsion bar torque signal to obtain a total torque request torsion bar;
step 11, respectively carrying out linear interpolation calculation on the safety assistance curve and the stable assistance curve in step 9 according to the absolute value of the total requested torsion bar moment in step 10, and multiplying the absolute value by the direction sign of the total torsion bar moment value to obtain the safety assistance moment and the stable assistance moment;
step 12, carrying out PT1 filtering on the difference value between the safe assist moment and the stable assist moment in the step 11 according to the protection activation state of the tail end of the rack, adopting a substitute filter coefficient in the protection activation state of the tail end of the rack when the tail end of the rack is protected and activated, otherwise adopting a default filter coefficient to carry out PT1 filtering calculation, and carrying out superposition on a filtering output value and the stable assist moment and then carrying out amplitude limiting output to obtain a basic assist moment;
step 13, selecting a dynamic moment compensation parameter and a motor rotor inertia compensation parameter according to the road shake count value in the step 7;
step 14, according to the protection activation state of the rack tail end in the step 1, and combining the dynamic power-assisted moment compensation parameters of the step 13, carrying out dynamic compensation moment calculation in a high power-assisted gradient area and dynamic compensation moment calculation in a low power-assisted gradient area;
step 15, superposing the high-power-assisted gradient region dynamic compensation moment and the low-power-assisted gradient region dynamic compensation moment calculated in the step 14, and performing maximum safety boundary limiting to obtain dynamic power-assisted moment;
step 16, according to the motor rotor acceleration signal and the safe vehicle speed signal in the step 1, combining the motor rotor inertia compensation parameters in the step 13, and calculating to obtain motor rotor inertia compensation moment;
and step 17, adding the basic assist moment in step 12, the dynamic assist moment in step 15 and the motor rotor inertia compensation moment in step 16 to obtain EPS self-adaptive feedforward assist moment, and combining the assist curve redundancy calculation and verification result in step 6, and outputting the result to a motor control module together for torque execution.
Compared with the prior art, the invention has the following beneficial effects:
according to the invention, based on the relation curve of the rack force and the target torsion bar force, EPS feedforward assistance parameter calibration is carried out, and the hand feeling of a driver is directly related to the actual road working condition, so that the EPS feedforward assistance calibration process is simpler.
The invention provides a debugging interface aiming at road surface unevenness detection and rack tail end protection activation state, thereby improving the robustness of the electric power steering system under rough road surface and large-angle steering working conditions and ensuring that the vehicle driving process is safer and smoother.
The invention can enable the electric power steering system to provide self-adaptive feedforward auxiliary torque according to different steering working conditions, improves the robustness of the electric power steering system, optimizes the debugging process of the steering auxiliary parameters, shortens the debugging time and saves the project development cost.
Drawings
The invention is described in further detail below with reference to the attached drawings and detailed description:
FIG. 1 is a software system architecture diagram of the present invention;
FIG. 2 is a schematic diagram of the target torsion bar torque minimum safety margin clipping algorithm of the present invention;
FIG. 3 is a schematic diagram of a power-assisted curve redundancy calculation and verification algorithm of the invention;
FIG. 4 is a schematic diagram of a road surface unevenness detection algorithm of the present invention;
FIG. 5 is a schematic diagram of the dynamic gradient limit algorithm of the assist curve of the present invention.
Detailed Description
Other advantages and technical effects of the present invention will become more fully apparent to those skilled in the art from the following disclosure, which is a detailed description of the present invention given by way of specific examples. The invention may be practiced or carried out in different embodiments, and details in this description may be applied from different points of view, without departing from the general inventive concept. It should be noted that the following embodiments and features in the embodiments may be combined with each other without conflict. The following exemplary embodiments of the present invention may be embodied in many different forms and should not be construed as limited to the specific embodiments set forth herein. It should be appreciated that these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the technical solution of these exemplary embodiments to those skilled in the art.
The invention discloses a self-adaptive feedforward power-assisted control method for electric power-assisted steering of an automobile, which aims to perform self-adaptive feedforward control on basic power-assisted output of the electric power-assisted steering according to signals such as the current safe speed, torsion bar moment, road shake count value, rack tail end protection activation state and the like, so that a driver can obtain safe and smooth steering power under different steering working conditions, and better driving experience is provided for the driver.
In this embodiment, as shown in fig. 1, the software architecture of the present invention includes a communication input module, a sensor signal acquisition and calculation module, a rack end protection module, a road surface unevenness detection module, a hand feeling curve interpolation calculation module, a power assisting curve safety verification module, a basic power assisting calculation module, a dynamic power assisting calculation module, a motor rotor inertia compensation module, a power assisting torque limiting module, a motor control module, and a driving assisting function module. The main working procedure is as follows: the method comprises the steps that an Electric Power Steering (EPS) carries out linear interpolation calculation on a calibratable rack force-target hand force curve under different vehicle speeds according to the current safe vehicle speed to obtain a rack force-target hand force curve under the current vehicle speed, and combines EPS mechanical parameters to calculate a power assisting curve under the current vehicle speed, and based on the power assisting curve under the current vehicle speed and EPS torsion bar moment, the power assisting curve under the current vehicle speed, the road shake count value, the rack tail end protection activation state and the additional request moment of an auxiliary driving function are combined, feedforward control related parameters are adjusted in a self-adaptive mode, and further EPS self-adaptive feedforward assisting moment is calculated.
Specifically, the embodiment provides a self-adaptive feedforward power-assisted control method for automobile electric power-assisted steering, which comprises the following steps:
step 1, an electric power steering system receives a safe vehicle speed signal of a communication input module in real time, and a sensor signal acquisition and calculation module acquires torsion bar moment, torsion bar moment change gradient, motor rotor speed and motor rotor acceleration, and a rack tail end protection activation state of a rack tail end protection module and an additional moment request value of an auxiliary driving function module.
Step 2, according to the safe vehicle speed signal, performing linear interpolation table lookup calculation on the rack force-target torsion bar moment calibration curve under different vehicle speeds to obtain a rack force-target torsion bar moment relation curve under the current vehicle speed, namely a hand feeling curve under the current vehicle speed;
step 3, non-negative gradient amplitude limiting is carried out on the hand feeling curve at the current vehicle speed, and meanwhile upper and lower safety boundary amplitude limiting is carried out on the hand feeling curve at the current vehicle speed;
step 4, carrying out coordinate transformation on the hand feeling curve limited by the safety boundary in the step 3 according to the mechanical conversion coefficient from the torque of the power-assisted motor of the steering machine to the rack force and the mechanical conversion coefficient from the torque of the torsion bar to the rack force, and calculating a torsion bar torque-motor power-assisted torque relation curve under the current vehicle speed, namely a power-assisted curve under the current vehicle speed;
step 5, performing upper and lower safety boundary limiting on a power assisting curve at the current vehicle speed;
step 6, performing redundancy calculation and verification on the power-assisted curve subjected to amplitude limitation by the safety boundary under the current vehicle speed;
and 7, calculating a road shake count value according to the motor rotor acceleration signal in the step 1.
Step 8, judging the running direction of the vehicle according to the safe vehicle speed signal in the step 1, and calculating a stable gradient limit value of the power-assisted curve by combining the road shake count value in the step 7;
and 9, performing gradient amplitude limiting on the power-assisted curve subjected to the amplitude limiting by the safety boundary under the current vehicle speed according to the stable gradient limit value of the power-assisted curve in the step 8, and obtaining a safety power-assisted curve and a stable power-assisted curve.
Step 10, superposing the additional torque request value in the step 1 with a torsion bar torque signal to obtain a total torque request torsion bar;
step 11, respectively carrying out linear interpolation calculation on the safety assistance curve and the stable assistance curve in step 9 according to the absolute value of the total requested torsion bar moment in step 10, and multiplying the absolute value by the direction sign of the total torsion bar moment value to obtain the safety assistance moment and the stable assistance moment;
step 12, carrying out PT1 filtering on the difference value between the safe assist moment and the stable assist moment in the step 11 according to the protection activation state of the tail end of the rack, adopting a substitute filter coefficient in the protection activation state of the tail end of the rack when the tail end of the rack is protected and activated, otherwise adopting a default filter coefficient to carry out PT1 filtering calculation, and carrying out superposition on a filtering output value and the stable assist moment and then carrying out amplitude limiting output to obtain a basic assist moment;
step 13, selecting a dynamic moment compensation parameter and a motor rotor inertia compensation parameter according to the road shake count value in the step 7;
step 14, according to the protection activation state of the rack tail end in the step 1, and combining the dynamic power-assisted moment compensation parameters of the step 13, carrying out dynamic compensation moment calculation in a high power-assisted gradient area and dynamic compensation moment calculation in a low power-assisted gradient area;
step 15, superposing the high-power-assisted gradient region dynamic compensation moment and the low-power-assisted gradient region dynamic compensation moment calculated in the step 14, and performing maximum safety boundary limiting to obtain dynamic power-assisted moment;
step 16, according to the motor rotor acceleration signal and the safe vehicle speed signal in the step 1, combining the motor rotor inertia compensation parameters in the step 13, and calculating to obtain motor rotor inertia compensation moment;
and step 17, adding the basic assist moment in step 12, the dynamic assist moment in step 15 and the motor rotor inertia compensation moment in step 16 to obtain EPS self-adaptive feedforward assist moment, and combining the assist curve redundancy calculation and verification result in step 6, and outputting the result to a motor control module together for torque execution.
More specifically, in said step 3, it is carried out as follows:
step 31, carrying out maximum boundary amplitude limiting on a maximum target torsion bar moment of a hand feel curve according to a maximum effective range value of a torsion bar moment sensor;
step 32, setting the ordinate of the last value point of the handle feel curve as the maximum effective range value of the torsion bar moment sensor;
step 33, performing non-negative gradient amplitude limiting on the hand feel curve;
step 34, performing minimum safety boundary clipping on the target torsion bar moment according to the following logic:
when the vehicle speed is less than or equal to the calibrated safe limit vehicle speed V lim When the torque limiting method is used, the torque limiting of the lowest safety target torsion bar is not carried out on the hand feel curve;
when the vehicle speed is greater than the calibrated safe limit vehicle speed V lim Not against rack forces lower than first-order safety rack force F safe1 Performing torque limiting of the lowest safety target torsion bar on the hand feeling curve in the interval;
when the vehicle speed is greater than the calibrated safe limit vehicle speed V lim For rack force higher than first order safety rack force F safe1 And is lower than the second-order safety rack force F safe2 The hand feeling curve in the interval carries out first-order lowest safe target torsion bar moment T safe1 Clipping (F) safe1 And F safe2 Is calibratable and F safe1 ＜F safe2 )；
When the vehicle speed is greater than the calibrated safe limit vehicle speed V lim For rack force higher than second-order safety rack force F safe2 Second-order lowest safety target torsion bar moment T by hand feeling curve in interval safe2 Amplitude limiting (T) safe1 And T safe2 Is calibratable and T safe1 ＜T safe2 )；
The principle of the minimum safety boundary limiting algorithm of the torque of the target torsion bar of the hand feeling curve is shown in figure 2, wherein V lim Represents the safety limit vehicle speed, F safe1 Representing first order safety rack force, F safe2 Representing second-order safety rack force, T safe1 Representing the first-order lowest safe target torsion bar moment, T safe2 Representing the torque of the torsion bar of the second-order lowest safety target, and i represents the ith value point of the hand feeling curve.
More specifically, the calculation formula for calculating each value point of the assist curve at the current vehicle speed in the step 4 is as follows:
wherein:
FRACK Xaxlei the unit N is the value of the horizontal coordinate rack force of the sampling point of the hand feeling curve
DesTBT Yaxlei For the value of the ordinate target torsion bar moment of the hand feeling curve sampling point, the unit Nm
TBT Xaxlei The unit Nm is the value of the torsion bar moment of the abscissa of the power-assisted curve sampling point
MOT Yaxlei The value of the power-assisted moment of the ordinate motor is the power-assisted curve sampling point, and is in Nm
X tbt2rack Mechanical conversion coefficient for EPS from motor torque to rack force
X mot2rack Mechanical conversion coefficient for EPS from torsion bar moment to rack force
More specifically, in step 5, the lower safety margin amplitude of the assist curve at the current vehicle speed is 0, and the upper margin amplitude is the maximum motor output torque that can be provided.
More specifically, in step 6, the principle of the power-assisted curve redundancy calculation and verification algorithm is shown in fig. 3, and the power-assisted curve redundancy calculation and verification results are divided into the following 5 types:
1) Ordinate RevDesTBT of first value point of hand feeling curve for safety verification Yaxlei Deviation from 0Nm exceeds a set threshold Tol m Or the abscissa RevFRACK of the first point of the hand curve for safety verification Xaxlei Deviation from 0Nm exceeds a set threshold Tol n When the verification fails, a verification failure result is output, and a fault code Err outputs 1;
2) Ordinate RevDesTBT of last value point of hand feeling curve for safety verification Yaxlei Maximum effective range value TBT of torsion bar moment sensor max Deviation exceeding a set threshold Tol m And the ordinate RevMOT of the last value point of the power-assisted curve Yaxlei And the maximum motor output torque MOT which can be provided max Deviation exceeding a set threshold Tol m Outputting a verification failure result and outputting a fault code Err to be 2;
3) Ordinate RevDesTBT of any value point in hand feeling curve for safety verification Yaxlei The lowest safe boundary clipping condition in step 3 triggers and is below the lowestSafety boundary exceeds a set threshold Tol m Outputting a verification failure result and outputting a fault code Err to be 4;
4) Ordinate RevDesTBT of any value point of hand feeling curve for safety verification Yaxlei Ordinate DesTBT of point corresponding to safety hand feel curve Yaxlei Deviation exceeds the set threshold Tol m Or the abscissa RevFRACK of any value point of the hand feeling curve for safety verification Xaxlei Abscissa FRACK of point corresponding to safety hand feeling curve Xaxlei Deviation exceeds the set threshold Tol n Outputting a verification failure result and outputting a fault code Err to 8;
5) And outputting a verification passing result and outputting a fault code 0 under the other conditions.
More specifically, in step 7, the principle of the road surface unevenness detection algorithm is shown in fig. 4. The method for calculating the road shake count value through the rotor acceleration signal is as follows:
the road shake counter enters an initialization state, and the road shake timing value and the road shake count value are set to 0;
when detecting that the change of the acceleration of the motor rotor in a certain direction exceeds a road shake calibration gradient value, recording the state and direction of the acceleration of the rotor, and starting road shake timing;
when detecting that the reverse change of the motor rotor acceleration to the last recorded rotor acceleration state exceeds the road shake calibration gradient value, recording the rotor acceleration state and direction, increasing the road shake count value for 1 time, and setting the road shake timing value to 0;
when the road surface jitter timing value exceeds the maximum interval time of road surface jitter detection, the road surface jitter counter returns to an initialized state, and the road surface jitter timing value and the road surface jitter count value are set to 0;
more specifically, in step 8, the principle of the assist curve dynamic gradient limit algorithm is shown in fig. 5, and the method for calculating the assist curve stability gradient limit is as follows:
when the vehicle driving direction signal is forward driving and the road shake Count value Count cr Less than a set threshold Count lim When (1): the stable gradient limit value of the power-assisted curve is equal to the stable gradient limit value Grad of the power-assisted curve under the current vehicle speed when the vehicle is in forward running spd 。
When the vehicle driving direction signal is forward driving and the road shake Count value Count cr Greater than or equal to a set threshold Count lim When (1): the stable gradient limit value of the power-assisted curve is equal to the stable gradient limit value Grad of the power-assisted curve under the current vehicle speed when the vehicle is in forward running spd Assistance curve stability gradient limit Grad under current vehicle speed when unevenness of road surface is overlarge cr Is a smaller value of (a).
When the vehicle driving direction signal is reverse driving, and the road shake Count value Count cr Less than a set threshold Count lim When (1): the stable gradient limit value of the power-assisted curve is equal to the stable gradient limit value Grad of the power-assisted curve under the current vehicle speed when the vehicle runs reversely revspd 。
When the vehicle driving direction signal is reverse driving, and the road shake Count value Count cr Greater than or equal to a set threshold Count lim When (1): the stable gradient limit value of the power-assisted curve is equal to the stable gradient limit value Grad of the power-assisted curve under the current vehicle speed when the vehicle runs reversely revspd Assistance curve stability gradient limit Grad under current vehicle speed when unevenness of road surface is overlarge cr Is a smaller value of (a).
More specifically, in step 9, gradient limiting is sequentially performed on the assist curve limited by the safety boundary under the current vehicle speed according to the assist curve safety gradient calibration limit and the assist curve stability gradient limit, so as to obtain a safety assist curve and a stability assist curve, wherein the safety gradient calibration limit is greater than the assist curve stability gradient limit.
More specifically, in step 10, the specific calculation method of the total requested torsion bar torque is as follows: performing maximum boundary limiting on torsion bar moment according to the maximum effective range value of the torsion bar moment sensor; and superposing the limited torsion bar moment with the additional moment request value to obtain the total request torsion bar moment.
More specifically, in step 11, the linear interpolation method of the steady assist curve is as follows:
if the absolute value of the total requested torsion bar moment is smaller than or equal to the abscissa of the value point with the largest abscissa in the stable assist curve, performing internal linear interpolation calculation on the stable assist curve by adopting the absolute value of the total requested torsion bar moment to obtain the stable assist moment;
if the absolute value of the total requested torsion bar moment is larger than the abscissa of the maximum value point of the abscissa in the stable assist curve, external linear interpolation calculation is carried out on the stable assist curve by adopting the absolute value of the total requested torsion bar moment to obtain the stable assist moment, and the maximum boundary limiting is carried out on the stable assist moment by adopting the ordinate of the maximum value point of the ordinate in the safe assist curve.
More specifically, in step 12, the specific calculation formula of the basic assist moment is:
M pt1 ＝(M safe -M steady -M pt1last )*X pt1 +M pt1last
M basic ＝M steady +M pt1
wherein:
X pt1 for PT1 filter coefficients
M safe To provide a safe torque, unit Nm
M steady To stabilize the torque, unit Nm
M pt1last The output value of the PT1 filtering value in the last operation period is 0 and is in Nm units
M pt1 For PT1 filter value, unit Nm
M basic In Nm as base torque aid
More specifically, in step 13, when the road shake count value exceeds the set value, the dynamic torque assist compensation substitute parameter is adopted; and when the road shake count value does not exceed the set value, adopting linear interpolation calculation of the safe vehicle speed and the motor rotor speed to obtain default parameters of the low-power-assisted gradient region and the high-power-assisted gradient region. When the road shake count value exceeds a set value, adopting linear interpolation calculation of a safe vehicle speed to obtain a motor rotor inertia compensation substitution parameter; and when the road shake count value does not exceed the set value, adopting the linear interpolation calculation of the safe vehicle speed to obtain the motor rotor inertia compensation default parameter.
More specifically, in step 14, the high assist gradient region dynamic compensation torque and the low assist gradient region dynamic compensation torque calculation method are as follows:
when the protection trigger of the tail end of the rack is activated and the road shake count value exceeds a set value: the compensation moment of the high-assistance gradient zone is 0, and the compensation moment of the low-assistance gradient zone is calculated according to the following formula:
M LOffset ＝X Chattersub *T grad
wherein:
M LOffset compensating torque in Nm for low boost gradient region
X Chattersub Compensating alternative parameters for dynamic torque assistance
T grad For torsion bar moment variation gradient, unit Nm/ms
When the protection trigger of the tail end of the rack is activated and the road shake count value does not exceed a set value: the compensation moment of the high-assistance gradient zone is calculated according to the following formula:
M HOffset ＝X Hintpol *T grad *X AssistGrad
wherein:
M HOffset compensating moment in Nm for high boost gradient zone
X Hintpol High-power-assisted gradient zone parameter linearly interpolated for safe vehicle speed and motor rotor speed
T grad For torsion bar moment variation gradient, unit Nm/ms
X AssistGrad For the boost curve gradient, units Nm/Nm
The compensation moment of the low-power gradient zone is calculated according to the following formula:
M LOffset ＝X Endstopsub *T grad
wherein:
M LOffset compensating torque in Nm for low boost gradient region
X Endstopsub Rack end protection substitution parameter linearly interpolated for safe vehicle speed
T grad For torsion bar moment variation gradient, unit Nm/ms
When the protection of the tail end of the rack is not triggered and activated, and the road shake count value exceeds a set value: the compensation moment of the high-assistance gradient zone is calculated according to the following formula:
M Hoffset ＝X Chattersub *T grad *X AssistGrad
wherein:
M HOffset compensating moment in Nm for high boost gradient zone
X Chattersub Compensating alternative parameters for dynamic torque assistance
T grad For torsion bar moment variation gradient, unit Nm/ms
X AssistGrad For the boost curve gradient, units Nm/Nm
The compensation moment of the low-power gradient zone is calculated according to the following formula:
M LOffset ＝X Chattersub *T grad
wherein:
M LOffset compensating torque in Nm for low boost gradient region
X Chattersub Compensating alternative parameters for dynamic torque assistance
T grad For torsion bar moment variation gradient, unit Nm/ms
When the protection of the tail end of the rack is not triggered and activated, and the road shake count value does not exceed a set value: the compensation moment of the high-assistance gradient zone is calculated according to the following formula:
M HOffset ＝X Hintpol *T grad *X AssistGrad
wherein:
M HOffset compensating moment in Nm for high boost gradient zone
X Hintpol High-power-assisted gradient zone parameter linearly interpolated for safe vehicle speed and motor rotor speed
T grad For torsion bar moment variation gradient, unit Nm/ms
X AssistGrad To aid inForce profile gradient in Nm/Nm
The compensation moment of the low-power gradient zone is calculated according to the following formula:
M Loffset ＝X Lintpol *T grad
wherein:
M LOffset compensating torque in Nm for low boost gradient region
X Lintpol Low-power-assisted gradient zone parameter linearly interpolated for safe vehicle speed and motor rotor speed
T grad For torsion bar moment variation gradient, unit Nm/ms
More specifically, in step 15, the dynamic torque aid calculation formula is as follows:
M dynamic ＝M HOffset +M LOffset
wherein:
M dynamic to dynamic torque aid, unit Nm
M HOffset Compensating moment in Nm for high boost gradient zone
M LOffset Compensating torque in Nm for low boost gradient region
For dynamic auxiliary moment M dynamic And outputting after maximum safety boundary amplitude limiting.
More specifically, in step 16, the dynamic torque aid calculation formula is as follows:
M InertiaComp ＝A RotAcc *X RotFactor
wherein:
M InertiaComp compensating motor torque for motor rotor inertia in Nm
A RotAcc For motor rotor acceleration, unit 1/S 2
X RotFactopr For the motor rotor inertia compensation parameter, unit kg is m 2
More specifically, in step 17, the EPS adaptive feedforward assist torque calculation formula performed by the steering assist motor is as follows:
wherein:
M out EPS-adaptive feedforward torque, unit Nm, for steering assist motor
M basic In Nm as base torque aid
M dynamic To dynamic torque aid, unit Nm
M InertiaComp Compensating motor torque for motor rotor inertia in Nm
Err is fault code output by power curve safety verification module
The present invention has been described in detail by way of specific embodiments and examples, but these should not be construed as limiting the invention. Many variations and modifications may be made by one skilled in the art without departing from the principles of the invention, which is also considered to be within the scope of the invention.
Claims (15)
1. The self-adaptive feedforward power-assisted control method for the electric power-assisted steering of the automobile is characterized by comprising the following steps of:
step 1, an electric power steering system receives a safe vehicle speed signal of a communication input module in real time, and a sensor signal acquisition and calculation module acquires torsion bar moment, torsion bar moment change gradient, motor rotor speed and motor rotor acceleration, and a rack tail end protection activation state of a rack tail end protection module and an additional moment request value of an auxiliary driving function module.
Step 2, according to the safe vehicle speed signal, performing linear interpolation table lookup calculation on the rack force-target torsion bar moment calibration curve under different vehicle speeds to obtain a rack force-target torsion bar moment relation curve under the current vehicle speed, namely a hand feeling curve under the current vehicle speed;
step 3, non-negative gradient amplitude limiting is carried out on the hand feeling curve at the current vehicle speed, and meanwhile upper and lower safety boundary amplitude limiting is carried out on the hand feeling curve at the current vehicle speed;
step 4, carrying out coordinate transformation on the hand feeling curve limited by the safety boundary in the step 3 according to the mechanical conversion coefficient from the torque of the power-assisted motor of the steering machine to the rack force and the mechanical conversion coefficient from the torque of the torsion bar to the rack force, and calculating a torsion bar torque-motor power-assisted torque relation curve under the current vehicle speed, namely a power-assisted curve under the current vehicle speed;
step 5, performing upper and lower safety boundary limiting on a power assisting curve at the current vehicle speed;
step 6, performing redundancy calculation and verification on the power-assisted curve subjected to amplitude limitation by the safety boundary under the current vehicle speed;
and 7, calculating a road shake count value according to the motor rotor acceleration signal in the step 1.
Step 8, judging the running direction of the vehicle according to the safe vehicle speed signal in the step 1, and calculating a stable gradient limit value of the power-assisted curve by combining the road shake count value in the step 7;
and 9, performing gradient amplitude limiting on the power-assisted curve subjected to the amplitude limiting by the safety boundary under the current vehicle speed according to the stable gradient limit value of the power-assisted curve in the step 8, and obtaining a safety power-assisted curve and a stable power-assisted curve.
Step 10, superposing the additional torque request value in the step 1 with a torsion bar torque signal to obtain a total torque request torsion bar;
step 11, respectively carrying out linear interpolation calculation on the safety assistance curve and the stable assistance curve in step 9 according to the absolute value of the total requested torsion bar moment in step 10, and multiplying the absolute value by the direction sign of the total torsion bar moment value to obtain the safety assistance moment and the stable assistance moment;
step 12, carrying out PT1 filtering on the difference value between the safe assist moment and the stable assist moment in the step 11 according to the protection activation state of the tail end of the rack, adopting a substitute filter coefficient in the protection activation state of the tail end of the rack when the tail end of the rack is protected and activated, otherwise adopting a default filter coefficient to carry out PT1 filtering calculation, and carrying out superposition on a filtering output value and the stable assist moment and then carrying out amplitude limiting output to obtain a basic assist moment;
step 13, selecting a dynamic moment compensation parameter and a motor rotor inertia compensation parameter according to the road shake count value in the step 7;
step 14, according to the protection activation state of the rack tail end in the step 1, and combining the dynamic power-assisted moment compensation parameters of the step 13, carrying out dynamic compensation moment calculation in a high power-assisted gradient area and dynamic compensation moment calculation in a low power-assisted gradient area;
step 15, superposing the high-power-assisted gradient region dynamic compensation moment and the low-power-assisted gradient region dynamic compensation moment calculated in the step 14, and performing maximum safety boundary limiting to obtain dynamic power-assisted moment;
step 16, according to the motor rotor acceleration signal and the safe vehicle speed signal in the step 1, combining the motor rotor inertia compensation parameters in the step 13, and calculating to obtain motor rotor inertia compensation moment;
and step 17, adding the basic assist moment in step 12, the dynamic assist moment in step 15 and the motor rotor inertia compensation moment in step 16 to obtain EPS self-adaptive feedforward assist moment, and combining the assist curve redundancy calculation and verification result in step 6, and outputting the result to a motor control module together for torque execution.
2. The adaptive feedforward assist control method of electric power steering of an automobile according to claim 1, characterized in that in said step 3, it is implemented as follows:
step 31, carrying out maximum boundary amplitude limiting on a maximum target torsion bar moment of a hand feel curve according to a maximum effective range value of a torsion bar moment sensor;
step 32, setting the ordinate of the last value point of the handle feel curve as the maximum effective range value of the torsion bar moment sensor;
step 33, performing non-negative gradient amplitude limiting on the hand feel curve;
step 34, performing minimum safety boundary clipping on the target torsion bar moment according to the following logic:
when the vehicle speed is less than or equal to the calibrated safe limit vehicle speed V lim When the torque limiting method is used, the torque limiting of the lowest safety target torsion bar is not carried out on the hand feel curve;
when the vehicle speed is greater than the calibrated safe limit vehicle speed V lim Not against rack forces lower than first-order safety rack force F safe1 Performing torque limiting of the lowest safety target torsion bar on the hand feeling curve in the interval;
when the vehicle speed is greater than the calibrated safe limit vehicle speed V lim For rack force higher than first order safety rack force F safe1 And is lower than the second-order safety rack force F safe2 The hand feeling curve in the interval carries out first-order lowest safe target torsion bar moment T safe1 Clipping;
when the vehicle speed is greater than the calibrated safe limit vehicle speed V lim For rack force higher than second-order safety rack force F safe2 Second-order lowest safety target torsion bar moment T by hand feeling curve in interval safe2 Clipping.
3. The adaptive feedforward assist control method for electric power steering of an automobile according to claim 1, wherein the calculation formula for calculating each value point of the assist curve at the current vehicle speed in the step 4 is as follows:
wherein: FRACK (fast Fourier transform acknowledgement) Xaxlei The value of the horizontal coordinate rack force of the sampling point of the hand feeling curve is given in the unit N;
DesTBT Yaxlei the torque value of the torsion bar is the ordinate target torque value of the sampling point of the hand feeling curve, and the unit Nm;
TBT Xaxlei the value of torsion bar moment is the abscissa of the power-assisted curve sampling point, and the unit Nm;
MOT Yaxlei the value of the auxiliary torque of the ordinate motor is the auxiliary torque curve sampling point, and the unit Nm;
X tbt2rack a mechanical conversion coefficient from motor torque to rack force for EPS;
X mot2rack is the mechanical conversion coefficient of the EPS from torsion bar torque to rack force.
4. The adaptive feedforward assist control method of electric power steering of an automobile according to claim 1, wherein in step 5, the lower margin amplitude of the assist curve at the current vehicle speed is 0, and the upper margin amplitude is the maximum motor output torque that can be provided.
5. The adaptive feedforward assist control method of electric power steering of an automobile according to claim 1, wherein in step 7, the method of calculating the road shake count value from the rotor acceleration signal is as follows:
the road shake counter enters an initialization state, and the road shake timing value and the road shake count value are set to 0;
when detecting that the change of the acceleration of the motor rotor in a certain direction exceeds a road shake calibration gradient value, recording the state and direction of the acceleration of the rotor, and starting road shake timing;
when detecting that the reverse change of the motor rotor acceleration to the last recorded rotor acceleration state exceeds the road shake calibration gradient value, recording the rotor acceleration state and direction, increasing the road shake count value for 1 time, and setting the road shake timing value to 0;
when the road shake timing value exceeds the road shake detection maximum interval time, the road shake counter returns to the initialized state, and the road shake timing value and the road shake count value are set to 0.
6. The adaptive feedforward assist control method of electric power steering of an automobile according to claim 1, wherein in step 8, the assist curve stability gradient limit is calculated as follows:
when the vehicle driving direction signal is forward driving and the road shake Count value Count cr Less than a set threshold Count lim When (1): the stable gradient limit value of the power-assisted curve is equal to the stable gradient limit value Grad of the power-assisted curve under the current vehicle speed when the vehicle is in forward running spd ；
When the vehicle driving direction signal is forward driving and the road shake Count value Count cr Greater than or equal to a set threshold Count lim When (1): the stable gradient limit value of the power-assisted curve is equal to the stable gradient limit value Grad of the power-assisted curve under the current vehicle speed when the vehicle is in forward running spd Assistance curve stability gradient limit Grad under current vehicle speed when unevenness of road surface is overlarge cr Is smaller of (a);
when the vehicle driving direction signal is reverse driving, and the road shake Count value Count cr Less than a set threshold Count lim When (1): the stable gradient limit value of the power-assisted curve is equal to the stable gradient limit value Grad of the power-assisted curve under the current vehicle speed when the vehicle runs reversely revspd ；
When the vehicle driving direction signal is reverse driving, and the road shake Count value Count cr Greater than or equal to a set threshold Count lim When (1): the stable gradient limit value of the power-assisted curve is equal to the stable gradient limit value Grad of the power-assisted curve under the current vehicle speed when the vehicle runs reversely revspd Assistance curve stability gradient limit Grad under current vehicle speed when unevenness of road surface is overlarge cr Is a smaller value of (a).
7. The self-adaptive feedforward power-assisted control method for the electric power-assisted steering of the automobile according to claim 1, wherein in the step 9, according to a power-assisted curve safety gradient calibration limit value and a power-assisted curve stability gradient limit value, gradient limiting is sequentially carried out on a power-assisted curve subjected to safety boundary limiting under the current automobile speed, so as to obtain a safety power-assisted curve and a stability power-assisted curve, and the safety gradient calibration limit value is larger than the power-assisted curve stability gradient limit value.
8. The adaptive feedforward assist control method of electric power steering of an automobile according to claim 1, wherein in step 10, the specific calculation method of the total requested torsion bar torque is as follows: performing maximum boundary limiting on torsion bar moment according to the maximum effective range value of the torsion bar moment sensor; and superposing the limited torsion bar moment with the additional moment request value to obtain the total request torsion bar moment.
9. The adaptive feedforward assist control method of electric power steering of an automobile according to claim 1, wherein in step 11, the linear interpolation method of the steady assist curve is as follows:
if the absolute value of the total requested torsion bar moment is smaller than or equal to the abscissa of the value point with the largest abscissa in the stable assist curve, performing internal linear interpolation calculation on the stable assist curve by adopting the absolute value of the total requested torsion bar moment to obtain the stable assist moment;
if the absolute value of the total requested torsion bar moment is larger than the abscissa of the maximum value point of the abscissa in the stable assist curve, external linear interpolation calculation is carried out on the stable assist curve by adopting the absolute value of the total requested torsion bar moment to obtain the stable assist moment, and the maximum boundary limiting is carried out on the stable assist moment by adopting the ordinate of the maximum value point of the ordinate in the safe assist curve.
10. The adaptive feedforward assist control method of electric power steering of a vehicle of claim 1, wherein in step 12, the specific calculation formula of the base assist torque is:
M pt1 ＝(M safe -M steady -M pt1last )*X pt1 +M pt1last
M basic ＝M steady +M pt1
wherein:
X pt1 filter coefficients for PT 1;
M safe is a safe assist torque, in Nm;
M steady to stabilize the torque, in Nm;
M pt1last the initial value of the output value of the PT1 filtering value in the last operation period is 0, and the unit Nm is set;
M pt1 filter value for PT1, unit Nm;
M basic in Nm as base torque aid.
11. The adaptive feedforward assist control method of electric power steering of an automobile according to claim 1, wherein in step 13, when the road shake count value exceeds a set value, a dynamic assist torque compensation substitute parameter is adopted; and when the road shake count value does not exceed the set value, adopting linear interpolation calculation of the safe vehicle speed and the motor rotor speed to obtain default parameters of the low-power-assisted gradient region and the high-power-assisted gradient region. When the road shake count value exceeds a set value, adopting linear interpolation calculation of a safe vehicle speed to obtain a motor rotor inertia compensation substitution parameter; and when the road shake count value does not exceed the set value, adopting the linear interpolation calculation of the safe vehicle speed to obtain the motor rotor inertia compensation default parameter.
12. The adaptive feedforward assist control method of electric power steering of an automobile of claim 1, wherein in step 14, the method of calculating the dynamic compensation torque for the high assist gradient region and the dynamic compensation torque for the low assist gradient region is as follows:
when the protection trigger of the tail end of the rack is activated and the road shake count value exceeds a set value: the compensation moment of the high-assistance gradient zone is 0, and the compensation moment of the low-assistance gradient zone is calculated according to the following formula:
M Loffsst ＝X Chattersub *T grad
wherein:
M LOffset compensating the moment for a low power gradient zone in Nm;
X Chattersub compensating alternative parameters for the dynamic torque aid;
T grad the torsion bar moment change gradient is in Nm/ms;
when the protection trigger of the tail end of the rack is activated and the road shake count value does not exceed a set value: the compensation moment of the high-assistance gradient zone is calculated according to the following formula:
M HOffset ＝X Hintpol *T grad *X AssistGrad
wherein:
M HOffset compensating moment for a high-assistance gradient zone in Nm;
X Hintpol the high-power-assisted gradient zone parameters are obtained by linear interpolation for the safe vehicle speed and the motor rotor speed;
T grad the torsion bar moment change gradient is in Nm/ms;
X AssistGrad is a power-assisted curve gradient, and is in Nm/Nm;
the compensation moment of the low-power gradient zone is calculated according to the following formula:
M Loffset ＝X Endstopsub *T grad
wherein:
M LOffset compensating the moment for a low power gradient zone in Nm;
X Endstopsub protecting the substitute parameters for the tail end of the rack obtained by linear interpolation of the safe vehicle speed;
T grad the torsion bar moment change gradient is in Nm/ms;
when the protection of the tail end of the rack is not triggered and activated, and the road shake count value exceeds a set value: the compensation moment of the high-assistance gradient zone is calculated according to the following formula:
M Hoffsst ＝X Chattersub *T grad *X AssistGrad
wherein:
M HOffset compensating moment for a high-assistance gradient zone in Nm;
X Chattersub compensating alternative parameters for the dynamic torque aid;
T grad the torsion bar moment change gradient is in Nm/ms;
X AssistGrad is a power-assisted curve gradient, and is in Nm/Nm;
the compensation moment of the low-power gradient zone is calculated according to the following formula:
M LOffset ＝X Chattersub *T grad
wherein:
M LOffset compensating the moment for a low power gradient zone in Nm;
X Chattersub compensating alternative parameters for the dynamic torque aid;
T grad the torsion bar moment change gradient is in Nm/ms;
when the protection of the tail end of the rack is not triggered and activated, and the road shake count value does not exceed a set value: the compensation moment of the high-assistance gradient zone is calculated according to the following formula:
M HOffset ＝X Hintpol *T grad *X AssistGrad
wherein:
M HOffset compensating moment for a high-assistance gradient zone in Nm;
X Hintpol the high-power-assisted gradient zone parameters are obtained by linear interpolation for the safe vehicle speed and the motor rotor speed;
T grad the torsion bar moment change gradient is in Nm/ms;
X AssistGrad is a power-assisted curve gradient, and is in Nm/Nm; the method comprises the steps of carrying out a first treatment on the surface of the
The compensation moment of the low-power gradient zone is calculated according to the following formula:
M LOffset ＝X Lintpol *T grad
wherein:
M LOffset compensating the moment for a low power gradient zone in Nm;
X Lintpol the low-power-assisted gradient zone parameters are obtained by linear interpolation for the safe vehicle speed and the motor rotor speed;
T grad the torsion bar moment change gradient is in Nm/ms.
13. The adaptive feedforward assist control method of electric power steering of an automobile according to claim 1, wherein in step 15, the dynamic assist torque calculation formula is as follows:
M dynamic ＝M HOffset +M LOffset
wherein:
M dynamic is dynamic torque, unit Nm;
M HOffset compensating moment for a high-assistance gradient zone in Nm;
M LOffset compensating the moment for a low power gradient zone in Nm;
for dynamic auxiliary moment M dynamic And outputting after maximum safety boundary amplitude limiting.
14. The adaptive feedforward assist control method of electric power steering of a vehicle of claim 1, wherein in step 16, the dynamic assist torque calculation formula is as follows:
M InertiaComp ＝A RotAcc *X RotFactor
wherein:
M InertiaComp compensating motor torque for motor rotor inertia in Nm;
A RotAcc for motor rotor acceleration, unit 1/S 2 ；
X RotFactor For the motor rotor inertia compensation parameter, unit kg is m 2 。
15. The adaptive feedforward assistance control method of electric power steering of an automobile according to claim 1, wherein in step 17, the EPS adaptive feedforward assistance torque calculation formula executed by the steering assistance motor is as follows:
wherein:
M out EPS self-adaptive feedforward torque for the power steering motor is performed in Nm;
M basic as base assist torque, in Nm;
M dynamic is dynamic torque, unit Nm;
M InertiaComp compensating motor torque for motor rotor inertia in Nm;
err is the fault code output by the power curve safety verification module.
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117508324A (en) * | 2024-01-05 | 2024-02-06 | 天津德星智能科技有限公司 | EPS terminal protection method |
| CN117755103A (en) * | 2024-02-22 | 2024-03-26 | 成都赛力斯科技有限公司 | Control method and device for vehicle torque and storage medium |
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117508324A (en) * | 2024-01-05 | 2024-02-06 | 天津德星智能科技有限公司 | EPS terminal protection method |
| CN117508324B (en) * | 2024-01-05 | 2024-04-02 | 天津德星智能科技有限公司 | EPS terminal protection method |
| CN117755103A (en) * | 2024-02-22 | 2024-03-26 | 成都赛力斯科技有限公司 | Control method and device for vehicle torque and storage medium |
| CN117755103B (en) * | 2024-02-22 | 2024-04-16 | 成都赛力斯科技有限公司 | Control method and device for vehicle torque and storage medium |
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