CN117533387A - Steering wheel neutral position correction method, medium and vehicle - Google Patents
Steering wheel neutral position correction method, medium and vehicle Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
- B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
- B62D5/046—Controlling the motor
- B62D5/0466—Controlling the motor for returning the steering wheel to neutral position
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Abstract
The application provides a steering wheel neutral position correction method, medium and vehicle, and relates to the technical field of control of an electric power steering system. According to the method, under the condition that the vehicle meets the deviation detection condition, the plurality of steering wheel angles are continuously collected, and the average deviation amount of the steering wheel is determined based on the plurality of steering wheel angles. Then, a target compensation amount corresponding to the current power-on and power-off period of the EPS controller is determined based on the average offset. And finally, correcting the steering wheel neutral position offset based on the target compensation amount in the current power-on and power-off period. According to the method and the device, the average offset is calculated by continuously collecting the angles of the plurality of steering wheels, unnecessary compensation can be avoided, offset errors are reduced, and the accuracy of the offset compensation in the steering wheels is improved. Meanwhile, correction of the neutral position offset of the steering wheel is gradually realized through repeated correction of a plurality of continuous power-on and power-off periods, so that power-assisted fluctuation caused by overlarge one-time compensation quantity is prevented, and the driving safety and smoothness are ensured.
Description
Technical Field
The application relates to the technical field of control of electric power steering systems, in particular to a steering wheel neutral position correction method, medium and a vehicle.
Background
Most passenger vehicles are currently equipped with EPS (Electric Power Steering System), electric power steering system. The electric power steering system calculates the power-assisted torque according to the current steering wheel torque, the steering wheel rotating speed, the steering wheel angle, the vehicle speed and other signals by the EPS controller, and then transmits the power-assisted torque to the steering wheel through the power-assisted motor, the rack and the like, so that a driver is helped to control the vehicle steering in real time. However, during long-term use, mechanical wear is inevitably generated on gears, racks and the like, which may cause a situation in which the steering wheel is not in the neutral position when the vehicle is traveling straight. At this time, the deviation of the steering wheel needs to be corrected to ensure the realization of the normal power assisting function of the EPS system, and meanwhile, the driving experience and the safety of the driver are maintained.
In the conventional neutral position correction method, when the neutral position deviation of the steering wheel occurs in the process of detecting the straight running of the vehicle, the current steering wheel angle is directly used as a compensation value to be superimposed on the steering wheel angle so as to realize the correction of the neutral position deviation of the steering wheel. However, the compensation value calculated in this way is less accurate, resulting in a less than ideal correction effect of the steering wheel neutral position shift.
Disclosure of Invention
The utility model provides a method, medium and vehicle for correcting the middle position of a steering wheel, which can improve the accuracy of the compensating quantity of the middle position deviation of the steering wheel and realize the effective correction of the middle position deviation of the steering wheel.
An embodiment of the present application provides a method for correcting a neutral position of a steering wheel, where the method includes:
continuously acquiring a plurality of steering wheel angles under the condition that the vehicle meets the deviation detection condition, and determining the average deviation amount of the steering wheel based on the plurality of steering wheel angles;
determining a target compensation amount corresponding to the current power-on and power-off period of the EPS controller based on the average offset;
and correcting the steering wheel neutral position offset based on the target compensation amount in the current power-on and power-off period.
Optionally, the step of continuously collecting a plurality of steering wheel angles and determining the average offset of the steering wheel based on the plurality of steering wheel angles when the vehicle meets the offset detection condition includes:
triggering a first counter to start periodic counting under the condition that the vehicle meets the offset detection condition, and collecting a corresponding steering wheel angle in each counting period of the first counter;
when the number of counts of the first counter reaches a first detection threshold, an average shift amount of the steering wheel is determined based on a plurality of steering wheel angles.
Optionally, the step of determining the target compensation amount corresponding to the current power-on and power-off cycle of the EPS controller based on the average offset includes:
under the condition that the average offset does not exceed the preset offset range, determining that the target compensation amount corresponding to the current power-on and power-off period of the EPS controller is zero;
under the condition that the average offset exceeds the offset range, determining a target compensation amount corresponding to the current power-on and power-off period of the EPS controller as a target unit compensation amount based on the offset direction of the average offset; different offset directions correspond to different unit compensation amounts.
Optionally, the step of correcting the steering wheel center shift based on the target compensation amount in the current power-on/off cycle includes:
determining the accumulated sum of the historical target compensation quantity corresponding to the historical power-on and power-off period of the EPS controller and the target compensation quantity of the current power-on and power-off period;
and correcting the steering wheel neutral position offset based on the target compensation amount in the current power-on and power-off period when the accumulated sum meets a first preset condition.
Optionally, after the step of determining the cumulative sum of the historical target compensation amount corresponding to the historical power-up and power-down period of the EPS controller and the target compensation amount of the current power-up and power-down period, the method further includes:
and determining that the cumulative sum meets the first preset condition under the condition that the cumulative sum does not exceed the preset compensation amount range.
Optionally, the method further comprises:
determining a driving state of the vehicle based on a vehicle driving signal;
and determining that the vehicle satisfies the offset detection condition when it is detected that the running state of the vehicle is a straight running state and the duration of the straight running state is longer than a duration threshold.
Optionally, the vehicle driving signal includes a steering wheel rotation speed, a steering wheel torque, a vehicle speed and a wheel speed;
the step of determining the running state of the vehicle based on the vehicle running signal includes:
and determining that the running state of the vehicle is a straight running state when the steering wheel rotation speed, the steering wheel torque, the vehicle speed and the wheel speed difference are within respective corresponding threshold ranges.
Optionally, before the step of determining the driving state of the vehicle based on the vehicle driving signal, the method further includes:
and filtering the vehicle running signal.
Based on the same inventive concept, a second aspect of an embodiment of the present application provides a steering wheel neutral position correction apparatus, the apparatus including:
the offset detection module is used for continuously collecting a plurality of steering wheel angles under the condition that the vehicle meets an offset detection condition and determining the average offset of the steering wheel based on the plurality of steering wheel angles;
the compensation amount calculating module is used for determining a target compensation amount corresponding to the current power-on and power-off period of the EPS controller based on the average offset;
and the neutral position correction module is used for correcting the steering wheel neutral position offset based on the target compensation amount in the current power-on and power-off period.
Based on the same inventive concept, a third aspect of the embodiments of the present application provides a storage medium having stored therein machine executable instructions that when executed by a processor implement a steering wheel neutral correction method as set forth in the first aspect of the present application.
Based on the same inventive concept, a fourth aspect of the embodiments of the present application provides a vehicle, including a processor and a memory; the memory stores machine executable instructions executable by the processor for executing the machine executable instructions to implement a steering wheel neutral correction method as set forth in the first aspect of the present application.
Compared with the prior art, the application has the following advantages:
according to the steering wheel neutral position correction method, under the condition that the vehicle meets the deviation detection condition, the plurality of steering wheel angles are continuously collected, and the average deviation amount of the steering wheel is determined based on the plurality of steering wheel angles. Then, a target compensation amount corresponding to the current power-on and power-off period of the EPS controller is determined based on the average offset. And finally, correcting the steering wheel neutral position offset based on the target compensation amount in the current power-on and power-off period. According to the method and the device, the target compensation quantity corresponding to the current power-on and power-off period of the EPS controller is determined by continuously collecting the plurality of steering wheel angles to calculate the average offset, unnecessary compensation can be avoided, offset errors are reduced, and the accuracy of the position offset compensation quantity in the steering wheel is improved. Meanwhile, correction of the neutral position offset of the steering wheel is gradually realized through repeated correction of a plurality of continuous power-on and power-off periods. Through the repeated and scattered compensation mode, the power-assisted fluctuation caused by the overlarge one-time compensation quantity can be prevented, so that the driving safety and smoothness are ensured.
Drawings
FIG. 1 is a flow chart of a method for correcting the position of a steering wheel in an embodiment of the present application;
FIG. 2 (a) is a logic diagram of determining an average offset in an embodiment of the present application;
FIG. 2 (b) is a logic diagram of determining a target compensation amount according to an embodiment of the present application;
FIG. 2 (c) is a logic diagram for determining the accumulated compensation amount according to an embodiment of the present application;
FIG. 3 is a schematic functional block diagram of a device for correcting the position of a steering wheel according to an embodiment of the present application;
fig. 4 is a schematic structural view of a vehicle according to an embodiment of the present application.
Detailed Description
The following description of the embodiments of the present application will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are some, but not all, of the embodiments of the present application. All other embodiments, which can be made by one of ordinary skill in the art based on the embodiments herein without making any inventive effort, are intended to be within the scope of the present application.
The traditional neutral position correction method mainly detects the steering wheel angle, steering wheel torque, vehicle speed, wheel speed and the like, and when the neutral position deviation of the steering wheel occurs in the straight running process, the current steering wheel angle is directly used as a compensation value to be superimposed on the steering wheel angle, so that the correction of the neutral position deviation of the steering wheel is realized. However, the compensation value calculated in this way has low accuracy, and has the following disadvantages:
1. the median shift detection determination time is too short, and unnecessary compensation is liable to be caused. For example, the vehicle may experience momentary steering wheel misalignment due to merely occasional jerks, at which time compensating for the steering wheel neutral misalignment angle is virtually unnecessary;
2. the current steering wheel angle is directly used as the neutral offset, which is not accurate enough and may cause larger compensation error;
3. when the compensation amount of one time is larger, the power-assisted torque is suddenly changed, and the driving experience of a user is affected.
In view of this, an embodiment of the present application proposes a steering wheel neutral correction method, by continuously collecting a plurality of steering wheel angles in a case where a vehicle satisfies an offset detection condition, and determining an average offset of the steering wheel based on the plurality of steering wheel angles. Then, a target compensation amount corresponding to the current power-on and power-off period of the EPS controller is determined based on the average offset. And finally, correcting the steering wheel neutral position offset based on the target compensation amount in the current power-on and power-off period. Furthermore, unnecessary compensation caused by too short median deviation detection and judgment time in the prior art is avoided. At the same time, the average offset is calculated based on a plurality of consecutive steering wheel angles to ensure the accuracy and precision of the compensation. In addition, correction of the neutral position offset of the steering wheel is gradually realized through repeated correction of a plurality of continuous power-on and power-off periods, and power-assisted fluctuation caused by overlarge one-time compensation quantity is prevented, so that the driving safety and smoothness are ensured.
Referring to fig. 1, fig. 1 is a flowchart of a method for correcting a position of a steering wheel according to an embodiment of the present disclosure. As shown in fig. 1, the method comprises the steps of:
s101: and continuously acquiring a plurality of steering wheel angles under the condition that the vehicle meets the deviation detection condition, and determining the average deviation amount of the steering wheel based on the plurality of steering wheel angles.
In this embodiment, when the steering wheel of the vehicle is not shifted in the neutral position, the vehicle should normally be in a straight running state when the steering wheel is stabilized in the neutral position. Thus, when the steering wheel of the vehicle is shifted in the neutral position, the amount of shift in the neutral position of the steering wheel can be determined by detecting the steering wheel angle of the vehicle in the straight-ahead state.
In the above steps, the deviation detection condition that the vehicle needs to satisfy means that the running state of the vehicle needs to be a straight running state. It should be noted that, the detection of the straight running state of the vehicle may be comprehensively judged according to the current information such as the steering wheel rotation speed, the steering wheel torque, the vehicle speed and the wheel speed fed back by various sensors of the vehicle, and the judging mode may refer to the prior art, which is not described in detail in this embodiment.
When the vehicle satisfies the deviation detection condition, that is, when the vehicle is in a straight running state, a plurality of continuous steering wheel angles (in degrees) can be obtained by continuously collecting the steering wheel angles a plurality of times. And then calculating an average value based on the series of steering wheel angles to obtain an average offset of the steering wheel for subsequent calculation of a target compensation amount. Through the mode of taking the average value, the problem that the collected steering wheel angle offset is inaccurate due to accidental factors can be avoided, detection errors are reduced, and the accuracy of steering wheel offset detection is improved.
In specific implementation, the number of continuous collection times can be set according to the sampling frequency of the steering wheel angle sensor and the actual requirement. When the number of continuous acquisitions reaches a preset detection threshold (for example, 200 continuous acquisitions of steering wheel angle), the detection of the steering wheel angle offset is completed.
Compared with the prior art, the method for directly compensating the offset after acquiring the offset corresponding to the current steering wheel angle is more accurate based on a series of continuous and effective average offsets determined by the steering wheel angle offset, has smaller detection errors and is beneficial to the calculation of the subsequent target compensation. In addition, in the process of continuously collecting the steering wheel angle for many times, once the vehicle is found to not meet the deviation detection condition, the collected data such as the steering wheel angle and the like are cleared, collection is restarted, and the collection is stopped until the collection times reach a preset detection threshold value. In the continuous acquisition process, a certain time delay is actually performed, so that the situation of unnecessary compensation caused by too short median deviation detection and judgment time in the prior art can be avoided.
S102: and determining a target compensation amount corresponding to the current power-on and power-off period of the EPS controller based on the average offset.
In this embodiment, the power-on/off cycle of one EPS controller refers to the period from ignition of the vehicle to flameout of the vehicle. After the vehicle is ignited, the EPS controller is electrified to start running, and after the vehicle is flameout, the EPS controller is electrified to end running.
Optionally, the step mainly includes: under the condition that the average offset does not exceed the preset offset range, determining that the target compensation amount corresponding to the current power-on and power-off period of the EPS controller is zero; under the condition that the average offset exceeds the offset range, determining a target compensation amount corresponding to the current power-on and power-off period of the EPS controller as a target unit compensation amount based on the offset direction of the average offset; different offset directions correspond to different unit compensation amounts.
In this embodiment, the units of the average offset and the target compensation amount are both degrees. When the target compensation amount of this time is determined according to the average offset, judgment is required according to a preset offset range. The offset range may be set to a closed section composed of an upper limit value and a lower limit value, that is, when the lower limit value is equal to or less than the average offset value is equal to or less than the upper limit value, the target compensation amount of the current correction is determined to be zero. Wherein the lower limit value is a negative value, representing steering wheel left deviation; the upper limit is positive and represents steering wheel right-hand deflection. Specifically, the magnitude setting of the upper limit value and the lower limit value is related to the accuracy of the offset amount detection. For example, the higher the detection accuracy of the steering wheel angle sensor, the smaller the upper limit value and the lower limit value of the offset range may be set to achieve correction of the steering wheel neutral position offset.
When the average offset is within the preset offset range or equal to the lower limit value or the upper limit value, the offset of the current steering wheel angle is smaller, so that the current steering wheel neutral position offset compensation is not needed, namely the current target compensation is zero. When the average offset exceeds the preset offset range, the offset of the current steering wheel angle is larger, and compensation is needed. During compensation, the target compensation amount of the current correction is determined as the target unit compensation amount based on the offset direction of the average offset.
Further, the target unit compensation amount includes two-layer meaning. The first value is the target compensation amount, and the target compensation amount is a unit compensation amount, namely, the target compensation amount is a fixed value when the average offset amount exceeds the offset amount range. For example, the unit compensation amount can be set to be 1 or 2, so that the phenomenon that the driving handfeel is affected due to abrupt change of the power assisting torque provided by the electric power assisted steering system caused by excessive one-time compensation is avoided. And secondly, the positive and negative of the target compensation quantity are determined by the offset direction of the average offset quantity. The average offset is negative, which indicates that the steering wheel is left-biased, and the target compensation is positive; the average offset is positive, indicating that the steering wheel is right-biased, and the target compensation is negative. Thus, when the average offset is smaller than the lower limit value, the target compensation amount of the current correction is determined to be a positive unit compensation amount; when the average offset is greater than the upper limit value, the target compensation amount of the current correction is determined to be negative unit compensation amount. For example, when the preset offset range is [ -1,1] and the unit offset is 1, the target offset for the current correction is-1 if the current average offset is 2, and is 1 if the current average offset is-2.
Thus, on the one hand, when the average offset detected at this time is small, the target compensation amount at this time is determined to be zero, and erroneous compensation is avoided. On the other hand, when the average offset is larger, the target compensation amount at this time is determined to be the target unit compensation amount, so that the influence on the driving experience of the user caused by one-time compensation is avoided.
In addition, in order to prevent error compensation, after the average offset of the steering wheel is obtained by continuously collecting a plurality of steering wheel angles, software delay can be performed through a counter so as to detect the continuity of the straight running state of the vehicle. In the time delay process, if the vehicle always meets the offset detection condition, the vehicle is continuously in a stable straight running state, and at the moment, the target compensation quantity corresponding to the power-on and power-off period of the EPS controller can be determined according to the average offset quantity, so that the effectiveness of the average offset quantity obtained by detection is ensured, the accuracy of the offset compensation quantity in the steering wheel is further improved, and the effective correction of the offset in the steering wheel is realized.
S103: and correcting the steering wheel neutral position offset based on the target compensation amount in the current power-on and power-off period.
In this embodiment, after the target compensation amount is obtained according to the average offset in the current power-on/power-off cycle, the target compensation amount may be directly superimposed on the real-time steering wheel angle to compensate the real-time steering wheel angle, thereby completing the steering wheel neutral position offset correction operation in the current power-on/power-off cycle. And in the next power-up and power-down cycle, the above steps S101-S103 are executed again. The cycle is executed in such a way that the correction of the displacement of the steering wheel is gradually realized through the fractional correction of a plurality of power-on and power-off cycles.
For example, it is assumed that in a certain power-on and power-off period, in the case where the average shift amount of the steering wheel is-2 degrees (steering wheel left-hand shift), the determined target compensation amount is 1 degree. Then, when the vehicle is in the steering condition, if the detected real-time steering wheel angle is 30 degrees, the target compensation amount is directly superimposed on the real-time steering wheel angle, that is, the real-time steering wheel angle is compensated by the target compensation amount, and the compensated steering wheel angle is 31 degrees. That is, the actual steering angle at the time of steering is 31 degrees instead of 30 degrees. Thus, the EPS controller will provide steering assistance in terms of 31 degrees of steering to assist the driver in steering the vehicle in real time.
Further, in this embodiment, the target compensation amount is the target unit compensation amount in each power-up and power-down cycle of the EPS controller, that is, only the unit compensation amount is compensated in the power-up and power-down cycle of one EPS controller, and then the compensation is performed multiple times in a plurality of continuous power-up and power-down cycles. In the whole process, one point is corrected once for compensation, so that correction of the neutral position offset of the steering wheel is gradually realized through the fractional correction of a plurality of power-on and power-off periods. Through the repeated and scattered compensation mode, the power-assisted fluctuation caused by the overlarge one-time compensation quantity can be prevented, so that the driving safety and smoothness are ensured.
In addition, the number of corrections may be limited. If the offset of the steering wheel still exceeds the preset offset range after a plurality of continuous and repeated correction of the power-on and power-off cycles, and if the offset is judged to be further required to be compensated, the offset of the steering wheel is larger, and the complete correction of the neutral position of the steering wheel is difficult to realize by the way of correcting through the programming control, and mechanical correction is required by means of external force. At this time, the correction process can be ended, and prompt information is generated to remind the user to get into station in time for maintenance, so that safety accidents are prevented.
Referring to fig. 2 (a), 2 (b) and 2 (c), in another embodiment of the present application, the process of correcting the position of the entire steering wheel mainly includes the following steps:
1. and collecting the vehicle running signal and filtering the vehicle running signal.
In this embodiment, the corresponding sensor may detect a steering wheel rotation speed signal, a steering wheel torque signal, a steering wheel angle signal, a vehicle speed signal, and a wheel speed signal, and perform low-pass filtering on the collected signals to eliminate the influence of signal fluctuation. When the low-pass filtering is performed, the filter cutoff frequency needs to be calibrated. The cut-off frequency is a limit below which signal components are retained and above which signal components are filtered out. Thus, certain frequency components in the signal can be passed through by the low-pass filtering process, and other frequency components can be greatly attenuated, so that interference noise in the signal can be filtered. The low-pass filtering can remove short-term fluctuation and keep long-term development trend to enable the signal to be smooth, so that stable, clean and effective signal data are obtained. In addition, the calibration of the cut-off frequency is mainly related to factors such as vehicle types, sensor precision and design requirements of a signal processing circuit. For example, according to the design that the highest vehicle speed is 200km/h, the cut-off frequency of the wheel speed signal output by the wheel speed sensor can be calibrated to be 2075Hz, so that a stable and smooth wheel speed signal can be obtained, and the accuracy of judging the subsequent vehicle deviation detection condition is improved.
In addition, validity detection needs to be performed on various collected signals. For example, the validity of the signal may be marked by a SigChkVld tag. If each signal is valid, the SigChkVld tag is marked as 1, otherwise the SigChkVld tag is marked as 0.
2. And judging whether the vehicle meets the deviation detection condition according to the filtered vehicle running signal.
Optionally, the step mainly includes: determining a driving state of the vehicle based on a vehicle driving signal; and determining that the vehicle satisfies the offset detection condition when it is detected that the running state of the vehicle is a straight running state and the duration of the straight running state is longer than a duration threshold.
In the present embodiment, when the deviation detection condition is determined, the vehicle running signals mainly used include the steering wheel rotation speed, the steering wheel torque, the vehicle speed, and the wheel speed. As shown in fig. 2 (a), in the case where all the acquired signals are valid, if the steering wheel rotation speed, the steering wheel torque, the vehicle speed, and the wheel speed difference are all within the respective corresponding threshold ranges, it is determined that the running state of the vehicle is a straight running state. The wheel speed difference refers to the wheel speed difference of the left and right wheels of the front row or the wheel speed difference of the left and right wheels of the rear row. Specifically, when the vehicle speed is greater than the vehicle speed threshold value and the wheel speed difference is less than the wheel speed difference threshold value, it is indicated that the vehicle is continuously running at a certain vehicle speed, and secondly, if the steering wheel rotation speed is less than the rotation speed threshold value and the steering wheel torque is less than the torque threshold value, it is indicated that the vehicle is not in a steering state but is in a running state close to straight running. Thus, the straight running state of the vehicle can be detected by several conditions of the vehicle speed, the wheel speed difference, the steering wheel rotation speed, and the steering wheel torque. Meanwhile, under the condition that the duration time of the straight running state is longer than the duration time threshold value, the vehicle is judged to meet the deviation detection condition, and therefore the continuous detection of the middle deviation condition of the steering wheel is achieved.
For example, the vehicle straight-ahead condition may be marked with a ValChkVld tag. In the judging process, if the rotating speed of the steering wheel is smaller than a rotating speed threshold Spd_Thr, the torque of the steering wheel is smaller than a torque threshold HwTq_Thr, the vehicle speed is larger than a vehicle speed threshold VehSpd_Thr, and the wheel speed difference of the front wheel and the rear wheel is smaller than a wheel speed difference threshold WhlSPd_Thr, the ValChkVld label is marked as 1, and otherwise, the ValChkVld label is marked as 0. When both the SigChkVld tag and the ValChkVld tag are 1, it is indicated that the vehicle satisfies the offset detection condition, and when either one is 0, it is indicated that the vehicle does not satisfy the offset detection condition.
3. In the case where the vehicle satisfies the offset detection condition, an average offset amount is determined.
In this embodiment, the calculation process of the average offset mainly includes: triggering a first counter to start periodic counting under the condition that the vehicle meets the offset detection condition, and collecting a corresponding steering wheel angle in each counting period of the first counter; when the number of counts of the first counter reaches a first detection threshold, an average shift amount of the steering wheel is determined based on a plurality of steering wheel angles.
In this embodiment, the number of continuous collection of steering wheel angles may be recorded by the first counter, and when the number of counts of the first counter reaches the first detection threshold, the operation is stopped, and then the sum of all collected steering wheel angles is divided by the first detection threshold, so as to obtain the average offset corresponding to the current power-on and power-off period.
As shown in fig. 2 (a), on the premise that the vehicle satisfies the offset detection condition, the trigger counter 1 starts to periodically count (initial value is 0, 1 is added each time), and once every time the counter 1 counts, the steering wheel angle cur_ag is collected, and the steering wheel angle cur_ag is superimposed and summed, that is, the angle sum agsum=agsum+cur_ag. Wherein, the initial value of AgSum is 0. The steering wheel angle is continuously collected until the counter 1 reaches a first detection threshold (e.g. 200), and the average value of the steering wheel angle is calculated according to the angle and AgSum and the first detection threshold, so as to obtain the average offset.
In the process of continuously collecting the steering wheel angle, once the vehicle is found not to meet the offset detection condition, the value and angle of the counter 1 and AgSum are cleared, collection is restarted, and the collection is stopped until the collection times reach the first detection threshold value. Thus, the average offset obtained based on a series of continuous and effective steering wheel angle averages will be more accurate, and the detection error will be smaller, which will facilitate the subsequent calculation of the target compensation amount.
4. And determining a target compensation amount corresponding to the current power-on and power-off period of the EPS controller according to the average offset.
In this embodiment, when the number of counts of the first counter reaches the first detection threshold, and the average offset of the steering wheel is determined based on the plurality of steering wheel angles, the second counter is triggered to start periodic counting. And under the condition that the counting times of the second counter reach a second detection threshold value, determining a target compensation amount corresponding to the current power-on and power-off period of the EPS controller according to the average offset.
As shown in fig. 2 (a), when the count of the counter 1 reaches 200, the average offset of this time is calculated by calculating the average value, where the average offset is: the angle and AgSum/count target value 200, while triggering the counter 2 to start periodic counting (initial value of 0, 1 added each time) until the counter 2 count reaches the second detection threshold (e.g., 200), then the calculation of the target compensation amount (i.e., the energy compensation amount) is performed.
In the present embodiment, since the counter 1 and the counter 2 are delayed by a certain degree, unnecessary compensation due to too short neutral position shift detection determination time in the prior art can be avoided.
Further, as shown in fig. 2 (b), when the target compensation amount of this time is determined based on the average offset amount, it is necessary to make a judgment based on a preset offset amount range, for example, the offset amount range may be set to [ -1,1]. When the average offset detected at this time is greater than 1, the target offset_temp at this time is determined to be-1 deg (-1 degree), and when the average offset detected at this time is less than-1, the target offset_temp at this time is determined to be 1deg. The steering wheel neutral position correction is realized by compensating for 1 degree each time and compensating for multiple times, so that the influence of excessive compensation at one time on the driving experience of a user is avoided. Under other conditions, the target compensation quantity offset_temp of the current time is determined to be 0deg, which indicates that the bit offset angle of the current steering wheel is smaller, correction is not needed, and error compensation is avoided.
5. And calculating and judging whether to carry out steering wheel neutral position deviation correction in the current power-on and power-off period according to the accumulated compensation quantity.
Optionally, the accumulated compensation amount judging process mainly includes: determining the accumulated sum of the historical target compensation quantity corresponding to the historical power-on and power-off period of the EPS controller and the target compensation quantity of the current power-on and power-off period; and correcting the steering wheel neutral position offset based on the target compensation amount in the current power-on and power-off period when the accumulated sum meets a first preset condition.
In this embodiment, after the current target compensation amount is calculated, the current target compensation amount corresponding to each historical power-up and power-down period is superimposed on the current target compensation amount of the power-up and power-down period, so that the overall accumulated compensation condition can be known up to now. And under the condition that the accumulated sum does not exceed the preset compensation quantity range, determining that the accumulated sum meets a first preset condition. At this time, the steering wheel angle compensation is performed based on the target compensation amount of this time, and the steering wheel neutral position shift correction operation is completed once. And if the cumulative sum exceeds the preset compensation amount range, determining that the cumulative sum does not meet the first preset condition. This means that the vehicle is compensated a number of times, the steering wheel angle offset is still large, which means that it is difficult to achieve a complete correction of the steering wheel position by means of such a programmed control, and that no further compensation is necessary. Therefore, in this case, the current target compensation amount may be reset to 0, the correction process is ended, and at the same time, a prompt message is generated to prompt the user to timely enter for maintenance, so that correction of the neutral position shift of the steering wheel is achieved through mechanical correction.
As shown in fig. 2 (c), it is assumed that the compensation amount range is set to [ -5,5]. In each power-on/power-off cycle, when determining the accumulated compensation amount, first, the accumulated compensation amount offset_sum stored in the previous cycle is read from the NVM (Non-Volatile Memory), and then the accumulated compensation amount up to now is calculated and stored: offset_sum=offset_sum+offset_temp, where the initial value of offset_sum is 0. If the offset_sum is greater than 5deg or less than-5 deg, the current target compensation amount is set to 0, and the correction is ended. This means that the final integrated compensation is made to a steering wheel angle of 5deg or-5 deg through the entire steering wheel neutral displacement correction process. And under other conditions, performing steering wheel angle compensation based on the target compensation quantity offset_temp at the time to finish the steering wheel neutral position offset correction operation at the time.
According to the method and the device, when the vehicle meets the offset detection condition, the average offset is obtained by continuously collecting the steering wheel angles for a plurality of times, so that the judgment time of offset detection can be properly prolonged, and error compensation is prevented. Meanwhile, the target compensation quantity is calculated according to the average offset, so that the accuracy and precision of compensation can be improved. In addition, each power-on and power-off period is only compensated by 1deg, and the accumulated compensation is not more than 5deg, so that the power-assisted fluctuation caused by large compensation quantity can be prevented, and the driving safety and smoothness are ensured.
Referring to fig. 3, based on the same inventive concept, a second aspect of the present embodiment provides a steering wheel neutral position correction apparatus 200, including:
an offset detection module 201, configured to continuously collect a plurality of steering wheel angles and determine an average offset of the steering wheel based on the plurality of steering wheel angles when the vehicle meets an offset detection condition;
the compensation amount calculation module 202 is configured to determine a target compensation amount corresponding to a current power-on and power-off period of the EPS controller based on the average offset;
the neutral position correction module 203 is configured to correct the steering wheel neutral position offset based on the target compensation amount in the current power-up and power-down cycle.
Alternatively, the offset detection module 201 is specifically configured to:
triggering a first counter to start periodic counting under the condition that the vehicle meets the offset detection condition, and collecting a corresponding steering wheel angle in each counting period of the first counter; when the number of counts of the first counter reaches a first detection threshold, an average shift amount of the steering wheel is determined based on a plurality of steering wheel angles.
Optionally, the compensation calculating module 202 is specifically configured to:
under the condition that the average offset does not exceed the preset offset range, determining that the target compensation amount corresponding to the current power-on and power-off period of the EPS controller is zero; under the condition that the average offset exceeds the offset range, determining a target compensation amount corresponding to the current power-on and power-off period of the EPS controller as a target unit compensation amount based on the offset direction of the average offset; different offset directions correspond to different unit compensation amounts.
Optionally, the median correction module 203 includes:
the accumulated compensation judging sub-module is used for determining the accumulated sum of the historical target compensation quantity corresponding to the historical power-on and power-off period of the EPS controller and the target compensation quantity of the current power-on and power-off period; and correcting the steering wheel neutral position offset based on the target compensation amount in the current power-on and power-off period when the accumulated sum meets a first preset condition.
Optionally, the above accumulated compensation judging sub-module is further configured to:
and determining that the cumulative sum meets the first preset condition under the condition that the cumulative sum does not exceed the preset compensation amount range.
Optionally, the apparatus further includes:
a vehicle state detection module for determining a running state of the vehicle based on a vehicle running signal; and determining that the vehicle satisfies the offset detection condition when it is detected that the running state of the vehicle is a straight running state and the duration of the straight running state is longer than a duration threshold.
Optionally, the vehicle driving signal includes a steering wheel rotation speed, a steering wheel torque, a vehicle speed and a wheel speed;
the vehicle state detection module is specifically configured to: and determining that the running state of the vehicle is a straight running state when the steering wheel rotation speed, the steering wheel torque, the vehicle speed and the front-rear wheel speed difference are within respective corresponding threshold ranges.
Optionally, the apparatus further includes:
and the filtering module is used for filtering the vehicle running signal.
For the device embodiments, since they are substantially similar to the method embodiments, the description is relatively simple, and reference is made to the description of the method embodiments for relevant points.
In a third aspect, based on the same inventive concept, an embodiment of the present application provides a storage medium having stored therein machine executable instructions that when executed by a processor implement a method for correcting a steering wheel bit as set forth in the first aspect of the present application.
It should be noted that, the specific implementation manner of the storage medium in the embodiment of the present application refers to the specific implementation manner of the steering wheel neutral position correction method set forth in the first aspect of the embodiment of the present application, and is not described herein again.
In a fourth aspect, referring to fig. 4, based on the same inventive concept, an embodiment of the present application provides a vehicle 300 including a processor 301 and a memory 302; the memory 302 stores machine executable instructions executable by the processor 301, the processor 301 being configured to execute the machine executable instructions to implement a steering wheel neutral correction method as set forth in the first aspect of the present application.
It should be noted that, the specific implementation of the vehicle 300 in the embodiment of the present application refers to the specific implementation of the method for correcting the neutral position of the steering wheel set forth in the first aspect of the embodiment of the present application, and is not repeated herein.
In this specification, each embodiment is described in a progressive manner, and each embodiment is mainly described by differences from other embodiments, and identical and similar parts between the embodiments are all enough to be referred to each other.
It will be apparent to those skilled in the art that embodiments of the present application may be provided as a method, apparatus, or computer program product. Accordingly, the present embodiments may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, embodiments of the present application may take the form of a computer program product on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) having computer-usable program code embodied therein.
Embodiments of the present application are described with reference to flowchart illustrations and/or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing terminal device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal device, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
While preferred embodiments of the present embodiments have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. It is therefore intended that the following claims be interpreted as including the preferred embodiments and all such alterations and modifications as fall within the scope of the embodiments of the present application.
Finally, it is further noted that relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or terminal that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or terminal. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article or terminal device comprising the element.
The foregoing has described in detail a method, medium and vehicle for correcting the neutral position of a steering wheel, and specific examples are applied to illustrate the principles and embodiments of the present application, and the above examples are only used to help understand the method and core idea of the present application; meanwhile, as those skilled in the art will have modifications in the specific embodiments and application scope in accordance with the ideas of the present application, the present description should not be construed as limiting the present application in view of the above.
Claims (10)
1. A method of correcting a steering wheel position, the method comprising:
continuously acquiring a plurality of steering wheel angles under the condition that the vehicle meets the deviation detection condition, and determining the average deviation amount of the steering wheel based on the plurality of steering wheel angles;
determining a target compensation amount corresponding to the current power-on and power-off period of the EPS controller based on the average offset;
and correcting the steering wheel neutral position offset based on the target compensation amount in the current power-on and power-off period.
2. The method according to claim 1, wherein the step of continuously collecting a plurality of steering wheel angles and determining an average offset amount of the steering wheel based on the plurality of steering wheel angles in the case where the vehicle satisfies the offset detection condition includes:
triggering a first counter to start periodic counting under the condition that the vehicle meets the offset detection condition, and collecting a corresponding steering wheel angle in each counting period of the first counter;
and determining an average offset of the steering wheel based on a plurality of steering wheel angles under the condition that the count times of the first counter reach a first detection threshold.
3. The method of claim 1, wherein the step of determining a target compensation amount corresponding to a current power-up and power-down cycle of the EPS controller based on the average offset comprises:
under the condition that the average offset does not exceed the preset offset range, determining that the target compensation amount corresponding to the current power-on and power-off period of the EPS controller is zero;
under the condition that the average offset exceeds the offset range, determining a target compensation amount corresponding to the current power-on and power-off period of the EPS controller as a target unit compensation amount based on the offset direction of the average offset; different offset directions correspond to different unit compensation amounts.
4. The method of claim 1, wherein the step of correcting the directional neutral position offset based on the target compensation amount during the current power-up and power-down cycle comprises:
determining the accumulated sum of a historical target compensation quantity corresponding to the historical power-on and power-off period of the EPS controller and a target compensation quantity of the current power-on and power-off period;
and correcting the steering wheel neutral position offset based on the target compensation amount in the current power-on and power-off period under the condition that the accumulated sum meets a first preset condition.
5. The method of claim 4, wherein after the step of determining a cumulative sum of a historical target compensation amount corresponding to a historical power up and down cycle of the EPS controller and a target compensation amount of a current power up and down cycle, the method further comprises:
and under the condition that the accumulated sum does not exceed the preset compensation quantity range, determining that the accumulated sum meets the first preset condition.
6. The method according to any one of claims 1-5, further comprising:
determining a driving state of the vehicle based on a vehicle driving signal;
and determining that the vehicle meets the offset detection condition when the running state of the vehicle is detected to be a straight running state and the duration of the straight running state is longer than a duration threshold value.
7. The method of claim 6, wherein the vehicle travel signal comprises steering wheel speed, steering wheel torque, vehicle speed, and wheel speed;
the step of determining the running state of the vehicle based on the vehicle running signal includes:
and determining that the running state of the vehicle is a straight running state when the steering wheel rotating speed, the steering wheel torque, the vehicle speed and the wheel speed difference are in the respective corresponding threshold ranges.
8. The method according to claim 6, characterized in that, before the step of determining the running state of the vehicle based on the vehicle running signal, the method further comprises:
and filtering the vehicle running signal.
9. A computer readable storage medium having stored thereon a computer program, which when executed by a processor, implements a method of correcting a steering wheel position according to any one of claims 1 to 8.
10. A vehicle comprising a processor and a memory; the memory stores machine executable instructions executable by the processor for executing the machine executable instructions to implement the steering wheel neutral correction method of any one of claims 1 to 8.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311763785.3A CN117533387A (en) | 2023-12-20 | 2023-12-20 | Steering wheel neutral position correction method, medium and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202311763785.3A CN117533387A (en) | 2023-12-20 | 2023-12-20 | Steering wheel neutral position correction method, medium and vehicle |
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| CN202311763785.3A Pending CN117533387A (en) | 2023-12-20 | 2023-12-20 | Steering wheel neutral position correction method, medium and vehicle |
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