CN117508324A - EPS terminal protection method - Google Patents
EPS terminal protection method Download PDFInfo
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- CN117508324A CN117508324A CN202410014320.6A CN202410014320A CN117508324A CN 117508324 A CN117508324 A CN 117508324A CN 202410014320 A CN202410014320 A CN 202410014320A CN 117508324 A CN117508324 A CN 117508324A
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- 230000006870 function Effects 0.000 claims description 11
- 238000013016 damping Methods 0.000 claims description 8
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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
- B62D5/0469—End-of-stroke control
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Abstract
The invention discloses an EPS tail end protection method, which relates to the technical field of automobile steering gears and comprises the following steps: s1: acquiring an angle range of end protection according to the steering wheel angle and the steering wheel torque; s2: generating a total tip protection force; s3: and calculating an end protection force coefficient according to the steering wheel angle and the magnitude and direction of the torque. According to the invention, steering acceleration data is obtained by processing data of hand force, steering wheel angle and motor rotation speed, and an end protection function algorithm is designed on the basis of the steering acceleration data, so that reverse end protection force is obtained and is superposed on a forward channel of motor control current, and end protection is realized by increasing end reverse elasticity and reverse inertia offset, so that the hand feeling is hard and impact damage is reduced when the steering is operated or impacted at the end; the working range of the tail end protection force is increased through torque coefficient calculation, and the problem of insufficient power assistance when the tail end stroke reversely leaves the tail end limit position is solved.
Description
Technical Field
The invention relates to the technical field of automobile steering gears, in particular to an EPS tail end protection method.
Background
The tail end protection function is a main function of an Electric Power Steering (EPS) system and is used for protecting the mechanical tail end of the EPS, a steering motor and an ECU controller and avoiding unrecoverable damage to the EPS system due to limit impact when steering approaches the tail end. The existing terminal protection method mainly has the following problems in practical application:
the existing tail end protection strategy is to calibrate the tail end working condition by using the steering wheel angle and the motor rotating speed to obtain the current limiting value in the tail end angle range, and realize protection by reducing the power-assisted current limiting value; or the damping force in the end angle range is increased through the motor rotating speed so as to achieve the purpose of reducing the output torque of the steering motor. In practical use, this strategy tends to have a large impact on the hand, especially when switching repeatedly between the inside and outside of the end angle range, and in most cases similar strategies will typically lose the travel of the turning end: there is a difference in the end steering effect produced by different occupants.
To this end we provide an EPS end protection method that solves the above problems.
Disclosure of Invention
Aiming at the problems existing in the prior art, the invention provides an EPS tail end protection method, which is characterized in that steering acceleration data is obtained by processing data of hand force, steering wheel angle and motor rotating speed, a tail end protection function algorithm is designed on the basis, reverse tail end protection force is obtained and is overlapped to a forward channel of motor control current, tail end protection is realized by adding tail end reverse elasticity and reverse inertia offset, and the hand feeling is hard and impact damage is reduced when steering works or impacts at the tail end; the working range of the tail end protection force is increased through torque coefficient calculation, and the problem of insufficient power assistance when the tail end stroke reversely leaves the tail end limit position is solved.
In order to achieve the above object, the present invention provides an EPS terminal protection method comprising the steps of:
s1: acquiring an angle range of end protection according to the steering wheel angle and the steering wheel torque;
s2: after entering the end protection angle range, acquiring steering acceleration after data processing of the motor rotating speed, calculating first end protection force according to the steering acceleration, and after entering the end protection angle range, calculating second end protection force according to the angle of the current steering wheel, wherein the first end protection force and the second end protection force are superposed to generate total end protection force;
s3: and calculating an end protection force coefficient according to the angle of the steering wheel, the size and the direction of the torque, multiplying the total end protection force by the end protection force coefficient to obtain an end protection current, and combining the end protection current serving as a reverse current with basic assistance, active centering and damping control to obtain a motor control current within the angle range of the end of the steering wheel, so that an end protection function is realized.
As a further optimization of the above scheme, the specific steps for obtaining the end protection angle range in S1 are as follows:
s101: according to the set steering wheel angleSteering wheel moment->Motor speed +.>Is used for identifying and recording left and right limit position angles of a steering wheel through ECU software of electric power steering>And->And the left and right position angle of the steering wheel when the left and right ends are started +.>And->；
S102: setting an angle threshold value for end recognitionWhen the left and right position angles of the steering wheel are larger than +.>In this case, the driver's hand force value is determined>Above the steering wheel torque threshold +.>And the motor speed is lower than +.>Is continuously longer than +.>Assigning the current steering wheel angle value to +.>The method comprises the steps of carrying out a first treatment on the surface of the When the steering wheel angle is less than +>When the driver is in the hand force valueAbove the steering wheel torque threshold +.>And the motor speed is lower than the steering motor speed threshold +.>Is continuously longer than +.>Assigning the current steering wheel angle value to +.>The method comprises the steps of carrying out a first treatment on the surface of the If the left and right limit value deviates +>Not higher than->If the end recognition in the left-right direction is valid, the software records the end of left and rightEnd limit angle->And->Left and right position angle of steering wheel when left and right ends are started +.>And->Saving in a power-down protection memory, and saving the mark with the completed end protection identification in the power-down protection memory;
wherein,angle range for end protection operation, +.>For the angle limit deviation calibration, +.>Identifying a time condition for the end, < >>Is the left limit position angle of the steering wheel, +.>Is the right limit position angle of the steering wheel, +.>Left position angle of steering wheel when left and right ends are started, +.>For the right-hand position angle of the steering wheel when the left and right ends are actuated, +.>For the steering motor speed threshold, < > for>Representing the absolute value of the steering motor speed threshold.
As a further optimization of the above scheme, the total end protecting force in S2 is calculated by the following steps:
s201: differential amplification is carried out on the rotating speed of the steering motor to obtain a first end protection force:
formula (1);
wherein,for the first end protection force coefficient, +.>For the motor speed->Performing differential calculation;
s202: second end protective force:
formula (2);
wherein,a second end protection force coefficient;
when EPS rotates to approach the left and right limit positions of steering wheelAnd->In order to reduce the impact force at the limit position, providing a second end protection force, calculating the deviation between the current angle of the steering wheel and the end protection starting position according to the formula (2), and compensating the second end protection force to the target current of the steering motor, thereby realizing the purpose of rebounding the hand feeling;
s203: superpositionThe first end protection force and the second end protection force obtain the total end protection force：
(3)
The duty cycle of the tip guard force is related to the steering wheel angular position;
formula (4);
wherein,for the first end protection force duty cycle, +.>For the second end shield force duty cycle.
As a further optimization of the above scheme, the calculating of the end protection force coefficient in S3 includes the following steps:
s301: setting the driver's hand forceAnd torque hysteresis parameter->Dynamically revising the tail end protection force coefficient, wherein the tail end protection force coefficient changes along with the direction and the magnitude of the hand force of a driver, the change range is (0, 1), the slope is used for starting and stopping the tail end protection, the hand feeling abrupt change caused by the torque direction switching can be avoided, and the tail end protection force coefficient is calculated>；
Formula (5);
formula (6);
s302: and multiplying the terminal protection force coefficient by the terminal protection force to obtain terminal protection current, and superposing the terminal protection current with basic assistance, active centering, damping control and compensation thereof to obtain motor control current for controlling the steering motor, thereby finally realizing the protection within the terminal angle range of the steering wheel.
The EPS terminal protection method provided by the invention has the following beneficial effects:
according to the EPS tail end protection method, steering acceleration data are obtained through processing of hand force, steering wheel angle and motor rotating speed, a tail end protection function algorithm is designed on the basis, reverse tail end protection force is obtained and is overlapped to a forward channel of motor control current, tail end protection is achieved through increasing tail end reverse elasticity and reverse inertia offset, and therefore hand feeling hardness and impact damage are reduced when steering works or impacts at the tail end; the working range of the tail end protection force is increased through torque coefficient calculation, and the problem of insufficient power assistance when the tail end stroke reversely leaves the tail end limit position is solved.
Specific embodiments of the invention have been disclosed in detail below with reference to the following description and drawings, indicating the manner in which the principles of the invention may be employed, it being understood that the embodiments of the invention are not limited in scope but are capable of numerous variations, modifications and equivalents within the spirit and scope of the appended claims.
Drawings
FIG. 1 is a schematic diagram of the end-protecting function of the present invention;
FIG. 2 is a schematic diagram of the structure of the present invention;
FIG. 3 is a flow chart of the automatic end angle identification according to the present invention.
Detailed Description
The present invention will be further described in detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present invention more apparent. It should be understood that the detailed description and specific examples, while indicating the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention.
It should be noted that, when an element is referred to as being "disposed on," or having an intermediate element, it can be directly on the other element or intervening elements may be present, and when an element is referred to as being "connected to," or having an intermediate element, it may be directly connected to the other element or intervening elements may be present, and the term "fixedly connected" is used herein in a wide variety of manners and is not intended to be limiting, and the terms "vertical", "horizontal", "left", "right", and the like are used herein for illustrative purposes only and are not meant to be exclusive embodiments.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs, and the terms used herein in this description are for the purpose of describing particular embodiments only and are not intended to limit the invention to any and all combinations of one or more of the associated listed items;
referring to fig. 1-3 of the specification, the present invention provides a technical scheme: the invention relates to the field of automobiles, in particular to an EPS tail end protection method, which comprises the steps of designing a tail end protection algorithm through steering wheel torque, steering wheel angle and steering motor rotating speed, and acquiring the angle range of tail end protection according to the steering wheel angle and the steering wheel torque: (1) after the steering wheel angle enters the end angle range, calculating a first end protection force according to the motor rotation speed to reduce the limit impact under the end quick-play working condition, and calculating a second end protection force according to the steering wheel angle to provide an end rebound hand feeling and give a subjective end feeling to a driver; within the end turn range, the first end effector and the second end effector overlap to act together as an end effector. (2) Calculating an effective acting factor (end protection coefficient) of the end protection force when the steering wheel enters and exits from the end angle range according to the judgment conditions of the start and stop of the end protection, and calculating the acting factor of the end protection force according to the angle of the steering wheel, the torque and the direction; (3) the total end protection force is multiplied by an end protection coefficient to obtain an end protection current for controlling the steering motor.
The end protection current is used as a reverse current and is combined with basic assistance, active return, damping control and other compensation to obtain motor control current within the angle range of the tail end of the steering wheel, so that the end protection function is realized.
First, end protection range identification is performed:
according to the set steering wheel angleSteering wheel moment->Motor speed +.>Is used for identifying and recording left and right limit position angles of a steering wheel through ECU software of electric power steering>And->And the left and right position angle of the steering wheel when the left and right ends are started +.>And->：
Setting an angle threshold value for end recognitionWhen the left and right position angles of the steering wheel are larger than +.>In this case, the driver's hand force value is determined>Above the steering wheel torque threshold +.>And the motor speed is lower than the set steering motor speed threshold +.>(wherein->For the steering motor speed threshold, < > for>Absolute value representing steering motor speed threshold value) is continuously exceeded +.>Assigning the current steering wheel angle value to +.>The method comprises the steps of carrying out a first treatment on the surface of the When the steering wheel angle is less than +>In this case, the driver's hand force value is determined>Above the steering wheel torque threshold +.>And the motor speed is lower than +.>Is continuously longer than +.>Assigning the current steering wheel angle value to +.>The method comprises the steps of carrying out a first treatment on the surface of the If the left and right limit value deviates +>Not higher than->If the end recognition in the left-right direction is valid, the software records the limit angles of the left and right ends +.>And->Left and right position angle of steering wheel when left and right ends are started +.>And->And saving in the power-down protection memory, and saving the mark with the completed end protection identification in the power-down protection memory.
Wherein:
an angular range for end-point protection operation;
calibrating the angle limit value deviation;
identifying a time condition for the end;
is the left limit position angle of the steering wheel; />Is the right limit position angle of the steering wheel;
the left position angle of the steering wheel when the left end and the right end are started; />The right position angle of the steering wheel when the left end and the right end are started;
the identification procedure of the end angle range is started through safe access and specific manual operation.
The total tip protection was then calculated:
when the driver manipulates the steering wheel into the corresponding angular range of the end [,/>]And [ ]>]And when the motor is started, the first end protection force and the second end protection force are respectively calculated according to the steering acceleration of the motor and the deviation between the current steering wheel angle and the end protection starting position, and the first end protection force and the second end protection force are added to obtain the total end protection force.
Differential calculation is carried out on the rotating speed of the steering motor to obtain the first end protection force
(1)
A coefficient for the first tip protection force;
for the motor speed->Performing differential calculation;
the first end protection force is used for overcoming inertia when a driver controls the steering wheel to accelerate, and reducing rotational inertia of the EPS system when the end limit position is quickly approached.
Second end protective force:
(2)
Coefficient of protection for the second end +.>
When EPS rotates to approach the left and right limit positions of steering wheelAnd->In order to reduce the extreme position impact force, a second end protection force is provided. According to the formula (2), calculating the second end protection force by the deviation of the current angle of the steering wheel and the end protection starting position to compensate the target current of the steering motor, and achieving the purpose of rebound handfeel.
(3)
The first end protecting force and the second end protecting force are overlapped according to the formula (3) to obtain the total end protecting force. The duty cycle of the total tip protection is related to the steering wheel angular position, see equation (4)
(4)
A first end shield force duty cycle; />For protecting the second endDuty ratio of
Calculating the end protection force coefficient:
when the driver manipulates the steering wheel into the angle range of the end protection, calculating the end protection force coefficient according to the formula (5) and the formula (6)。/>For the driver to control the torque hysteresis parameter of the steering wheel at the end, according to the driver's hand force +.>And torque hysteresis parameter->The terminal protection force coefficient is dynamically revised, the terminal protection force coefficient changes along with the direction and the magnitude of the hand force of a driver, the change range is (0, 1), the slope is used for starting and stopping the terminal protection, the hand feeling mutation caused by torque direction switching can be avoided, and the data can be regulated in software or can be determined by real vehicle calibration through an interface.
(5)
(6)
And multiplying the terminal protection force coefficient by the terminal protection force to obtain terminal protection current, and superposing the terminal protection current with basic assistance, active centering, damping control and compensation thereof to obtain motor control current for controlling the steering motor, thereby finally realizing the protection within the terminal angle range of the steering wheel.
The invention provides an EPS end protection method, which is used for calculating the end protection force of a steering wheel by combining the angle of the steering wheel and the rotating speed of a steering motor; calculating an end protection force coefficient through steering wheel torque and steering wheel angle; and multiplying the terminal protection force coefficient by the terminal protection force to obtain a terminal protection current, and superposing the terminal protection current with a basic power assisting module, an active correcting module, a damping control module and other compensation modules to obtain a motor control current, so that the terminal protection function of the electric power assisting steering device is realized.
The implementation of the invention comprises three modules: a first, end protection range identification module; the second end protection force calculation module, the third end protection force coefficient and the end protection current calculation module.
First, end protection range identification
The software reads the EEPROM of the power-down protection when the controller of the EPS is powered on, and judges whether the EPS end protection identification mark is 'end protection identification completed' (the mark is 0x55 after the end protection range identification is successful).
If the end protection signature is not 0x55, the driver operates the steering wheel to turn left and applies a hand force to torque the steering wheelLess than->And the steering motor is continuously kept locked (motor speed +.>Below->) The time reaches->If the steering wheel angle->Less than->If it is determined that the left end angle identification is successful, the angle value is recorded as the left end angle limit value +.>And sets the left end angle flag to 1; similarly, driveThe operator turns the steering wheel to the left and applies a hand force to torque the steering wheel +.>Is greater than->And the steering motor is continuously kept locked (motor speed +.>Below->) The time reaches->If the steering wheel angle->Is greater than->If it is determined that the right-side end angle recognition is successful, the angle value is recorded as the right-side end angle limit value +.>And the right end angle flag is set to 1. Judging +.A left and right end angle identification mark is 1>+/>Less than 40 ° (-a.c.)>The data are marked in the real vehicle, the steering wheel left and right strokes may be inconsistent due to the installation of the steering wheel in the vehicle and the four-wheel calibration, and the identification deviation value of the left and right ends is set to 40) when the scheme is implemented, the end protection identification is completed and successful, and the data are stored>、/>And->And 0x55 to EPS; otherwise, the left end angle identification mark and the right end angle identification mark are cleared to 0, the end protection range identification fails, and the end protection identification mark is marked as 0xAA.
If the end protection identification mark is 0x55, the EEPROM is directly read according to the power on、/>And->。
Second, end protection calculation
The end protecting force is divided into two parts:
first end protection force: calculated according to formula (1), whereinThe characteristic of the integral steering system in the end angle range determines that the data is obtained through real vehicle calibration, and when a driver controls the steering wheel to accelerate and steer, in order to avoid the fluctuation of end protection force caused by the fluctuation of rotating speed, the data mspd (10) with the length of 10 is defined]The rotation speed of motor is stored in 100us period, and the latest data element mspd 9 is updated in each period]The variation of the motor speed is calculated every 500us as steering acceleration +.>Get->；/>；/>，/>The weighting filter coefficients can be realized through calibration.
The final formula for calculating the first end protection force is:
the maximum output limit is between-8000 and 8000.
Second end protective force:
calculating a second end protection force according to equation (2), when the steering wheel angleRight turn into section +.>(wherein->) Calculate->The current and torque are specified to be positive when steering to the right, so the second end protection force in this interval is negative; when steering wheel angle +>Rotate to the left to enter the interval(wherein->) Calculate->The current and torque are specified to be negative when steering to the left, and therefore the second end protection force in this interval is positive. />Clipping is between-8000 and 8000.
Total end protection calculation
The first end protecting force and the second end protecting force are superimposed according to the formula (3) and the formula (4),
from the above, it can be seen that the steering wheel angle enters the end angle start positionAnd->As the steering wheel angle increases, +.>Increasing from 0 to 1, ">The first end protection force is gradually reduced, the inertia influence caused by the rapid steering wheel control of a driver in the first half of the end angle range can be rapidly reduced, and the second end protection force is increased in the second half to increase the elastic hand feeling.
Third, end protection force coefficient
And calculating an end protection force coefficient according to the hand force of the steering wheel. The coefficient range is [0,1]Numerical values in (a): designing torque hysteresis parametersFirst, driver hand force data +.>The range is limited to->To avoid the hand feel effect of steering in the end stroke direction switching, the hysteresis range is positively correlated with the power-assisted dead zone range, and can be modified by calibration. The end shield force coefficient is calculated according to formulas (5) and (6).
When the steering wheel rotates rightwards to enter the right end turning angle range) After that, if the driver keeps the driving intention to continue the right end steering, the end guard force coefficient follows the torque +.>Increasing from 0 to 1 to gradually increase the protective force; when the driver is in the right-hand end of the steering wheel protection range +.>Inner return steering wheel, steering wheel moment +.>From positive valuesDecrease and switch to negative +.>The terminal protection force coefficient is reduced from 1 to 0, and the effect of the terminal protection force is gradually cancelled, so that the EPS can provide sufficient steering assistance under the working condition.
Similarly, when the steering wheel rotates leftwards to enter the left end turning angle range) After that, if the driver keeps the driving intention to continue the left end steering, the end guard force coefficient follows the torque +.>Decreasing from 0 to 1 to gradually increase the protective force; when the driver is left on the steering wheelLateral end protection scope->Inner return steering wheel, steering wheel moment +.>From minus->Increase and switch to positive +.>The terminal protection force coefficient is reduced from 1 to 0, and the effect of the terminal protection force is gradually cancelled, so that the EPS can provide sufficient steering assistance under the working condition.
In the present case, torque, rotation speed and angle are defined as positive and negative. If other regulations are present, adjustments are required according to the actual direction and numerical regulations.
The EPS end protection method has the practical use effect that:
by applying the method, the terminal protection function is debugged on the passenger car, so that the terminal protection angle can be accurately and automatically identified; after entering the terminal protection process, the hand feeling is good, and no reverse impact force is generated during impact and terminal. The driver can be effectively identified to turn to the tail end and turn to the action from the tail end, the tail end protection is effective when turning to the tail end, and the hand feeling is lighter when turning to the tail end.
According to the invention, steering acceleration data is obtained by processing data of hand force, steering wheel angle and motor rotation speed, and an end protection function algorithm is designed on the basis of the steering acceleration data, so that reverse end protection force is obtained and is superposed on a forward channel of motor control current, and end protection is realized by increasing end reverse elasticity and reverse inertia offset, so that the hand feeling is hard and impact damage is reduced when the steering is operated or impacted at the end; the working range of the tail end protection force is increased through torque coefficient calculation, and the problem of insufficient power assistance when the tail end stroke reversely leaves the tail end limit position is solved.
It should be understood that the invention is not limited to the preferred embodiments, but is intended to cover modifications, equivalents, or alternatives falling within the spirit and principles of the invention.
Claims (4)
1. An EPS terminal protection method, characterized by comprising the steps of:
s1: acquiring an angle range of end protection according to the steering wheel angle and the steering wheel torque;
s2: after entering the end protection angle range, acquiring steering acceleration after data processing of the motor rotating speed, calculating first end protection force according to the steering acceleration, and after entering the end protection angle range, calculating second end protection force according to the angle of the current steering wheel, wherein the first end protection force and the second end protection force are superposed to generate total end protection force;
s3: and calculating an end protection force coefficient according to the angle of the steering wheel, the size and the direction of the torque, multiplying the total end protection force by the end protection force coefficient to obtain an end protection current, and combining the end protection current serving as a reverse current with basic assistance, active centering and damping control to obtain a motor control current within the angle range of the end of the steering wheel, so that an end protection function is realized.
2. The EPS terminal protection method according to claim 1, characterized in that: the specific steps for obtaining the end protection angle range in the step S1 are as follows:
s101: according to the set steering wheel angleSteering wheel moment->Motor speed +.>Is used for identifying and recording left and right limit position angles of a steering wheel through ECU software of electric power steering>And->And the left and right position angle of the steering wheel when the left and right ends are started +.>And->；
S102: setting an angle threshold value for end recognitionWhen the left and right position angles of the steering wheel are larger than +.>In this case, the driver's hand force value is determined>Above the steering wheel torque threshold +.>And the motor speed is lower than +.>State retention time continuously exceedsAssigning the current steering wheel angle value to +.>When the steering wheel angle is smaller than + ->In this case, the driver's hand force value is determined>Above the steering wheel torque threshold +.>And the motor speed is lower than +.>Is continuously longer than +.>Assigning the current steering wheel angle value to +.>If the left and right limit value deviates +.>Not higher than->If the end recognition in the left-right direction is valid, the software records the limit angles of the left and right ends +.>And->Steering wheel left and right position angle when left and right ends are startedAnd->Saving in a power-down protection memory, and saving the mark with the completed end protection identification in the power-down protection memory;
wherein,angle range for end protection operation, +.>For the angle limit deviation calibration, +.>Identifying a time condition for the end, < >>Is the left limit position angle of the steering wheel, +.>Is the right limit position angle of the steering wheel, +.>Left position angle of steering wheel when left and right ends are started, +.>For the right-hand position angle of the steering wheel when the left and right ends are actuated, +.>For the steering motor speed threshold, < > for>Representing the absolute value of the steering motor speed threshold.
3. The EPS terminal protection method according to claim 1, characterized in that: the total end protecting force in S2 is calculated by the following steps:
s201: differential amplification is carried out on the rotating speed of the steering motor to obtain a first end protection force:
formula (1);
wherein,a first end protection force coefficient; />For the motor speed->Performing differential calculation;
s202: second end protective force:
formula (2);
wherein,a second end protection force coefficient;
when EPS rotates to approach the left and right limit positions of steering wheelAnd->In order to reduce the impact force at the limit position, providing a second end protection force, calculating the deviation between the current angle of the steering wheel and the end protection starting position according to the formula (2), and compensating the second end protection force to the target current of the steering motor, thereby realizing the purpose of rebounding the hand feeling;
s203: superposing the first end protecting force and the second end protecting force to obtain the total end protecting force；
Formula (3);
the duty cycle of the tip guard force is related to the steering wheel angular position;
formula (4);
wherein,a first end shield force duty cycle; />For the second end shield force duty cycle.
4. The EPS terminal protection method according to claim 1, characterized in that: the calculating of the end protection force coefficient in the S3 comprises the following steps:
s301: setting the driver's hand forceAnd torque hysteresis parameter->Dynamically revising the tail end protection force coefficient, wherein the tail end protection force coefficient changes along with the direction and the magnitude of the hand force of a driver, the change range is (0, 1), the slope starting and the slope stopping are used for tail end protection, the hand feeling mutation caused by torque direction switching is avoided, and the tail end protection force coefficient is calculated>；
Formula (5);
formula (6);
s302: and multiplying the terminal protection force coefficient by the terminal protection force to obtain terminal protection current, and superposing the terminal protection current with basic assistance, active centering, damping control and compensation thereof to obtain motor control current for controlling the steering motor, thereby finally realizing the protection within the terminal angle range of the steering wheel.
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| JP2009220735A (en) * | 2008-03-18 | 2009-10-01 | Toyota Motor Corp | Electric power steering device |
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