WO2023065278A1 - 跑偏补偿助力系统及控制方法 - Google Patents

跑偏补偿助力系统及控制方法 Download PDF

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Publication number
WO2023065278A1
WO2023065278A1 PCT/CN2021/125550 CN2021125550W WO2023065278A1 WO 2023065278 A1 WO2023065278 A1 WO 2023065278A1 CN 2021125550 W CN2021125550 W CN 2021125550W WO 2023065278 A1 WO2023065278 A1 WO 2023065278A1
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Prior art keywords
power steering
compensation
vehicle
deviation compensation
driver
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PCT/CN2021/125550
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English (en)
French (fr)
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王凯
李坤
苏令锌
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华为技术有限公司
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Priority to PCT/CN2021/125550 priority Critical patent/WO2023065278A1/zh
Priority to CN202180007734.0A priority patent/CN116457260A/zh
Publication of WO2023065278A1 publication Critical patent/WO2023065278A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/04—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits responsive only to forces disturbing the intended course of the vehicle, e.g. forces acting transversely to the direction of vehicle travel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2036—Electric differentials, e.g. for supporting steering vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • B60L2240/16—Acceleration longitudinal
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • B60L2240/18—Acceleration lateral
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • B60L2240/20—Acceleration angular
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/22—Yaw angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/24—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/46—Drive Train control parameters related to wheels
    • B60L2240/461—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/20—Steering systems
    • B60W2510/202—Steering torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/14—Yaw
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/40—Torque distribution
    • B60W2720/403—Torque distribution between front and rear axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/40—Torque distribution
    • B60W2720/406—Torque distribution between left and right wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D9/00—Steering deflectable wheels not otherwise provided for
    • B62D9/002—Steering deflectable wheels not otherwise provided for combined with means for differentially distributing power on the deflectable wheels during cornering

Definitions

  • the present application relates to the technical field of automobile control, in particular to a tracking deviation compensation assist system and a control method.
  • the existing PDC (Pull Drift Compensation) technology applies a compensation torque in the same direction as the driver's hand force through the steering assist motor of the Electric Power Steering (EPS, Electric Power Steering), and slowly compensates the driver's hand force to 0 or close to 0.
  • EPS Electric Power Steering
  • the existing deviation compensation technology can compensate the driver's hand force, the vehicle is in a straight-line driving state during the compensation process, causing the rotation speed of the power steering motor to be 0, but the output torque is not 0, that is to say, the power steering motor in stalled state.
  • the existing deviation compensation technology often limits the compensation torque to a small range, so it can only compensate the driver's hand force within a small range.
  • the existing deviation compensation technology completely relies on electric power steering without redundant control. Once the steering assist motor of electric power steering fails, it will directly lead to the failure of deviation compensation.
  • the embodiments of the present application provide a tracking deviation compensation booster system and a control method, which are used to solve the technical problems in the prior art that the tracking deviation compensation system has a small compensation range, a motor is locked, and there is no redundant control.
  • the embodiment of the present application provides a deviation compensation control method, including:
  • the differential power steering is used to perform deviation compensation
  • the step of performing deviation compensation through differential power steering includes:
  • the yaw compensation control is performed on the vehicle, the additional yaw moment of the vehicle is controlled to be 0, and the two rear wheel drive torques are calculated.
  • the step of making the driver's hand force gradually approach 0 includes:
  • the total differential power assist torque is iteratively calculated so that the driver's hand force gradually tends to zero.
  • the step of performing deviation compensation by electric power steering includes:
  • the total torque of the power steering motor is iteratively calculated so that the driver's hand force gradually tends to 0.
  • iteratively calculating the total torque of the steering assist motor, so that the driver's hand force gradually tends to 0, includes:
  • the total torque of the power steering motor is iteratively calculated so that the driver's hand force gradually tends to zero.
  • the method before the step of judging the status information of the differential power steering, the method includes:
  • the vehicle is controlled by the vehicle controller.
  • the step of judging whether the deviation compensation is enabled includes:
  • the running deviation compensation is enabled, and the status information for judging the differential power steering is executed.
  • the embodiment of the present application provides a tracking deviation compensation booster system, a control module, a main compensation module and a secondary compensation module that communicate with each other;
  • the control module is used for judging the state information of differential power steering
  • the main compensation module is used to control the differential power steering through the control module to perform deviation compensation
  • the auxiliary compensation module is used to control the electric power steering through the control module to perform deviation compensation.
  • control module is connected to the driving motors of the four wheels of the vehicle, and is connected to the power steering motor connected to the steering gear of the vehicle;
  • control module controls the four driving motors to perform deviation compensation
  • the control module controls the power steering motor to perform deviation compensation.
  • the embodiment of the present application provides an electronic device, including a vehicle-mounted electronic control system, a signal acquisition and estimation module, and an execution device.
  • the vehicle-mounted electronic control system has the tracking deviation compensation booster system as described in the second aspect.
  • the signal acquisition and estimation module has a plurality of vehicle state sensors for measuring vehicle state parameters
  • the execution device has a driving motor and a power steering motor as described in the second aspect;
  • the signal acquisition and estimation module sends the multiple vehicle state parameters collected by the multiple vehicle state sensors to the vehicle electronic control system, and the vehicle electronic control system controls all vehicles according to the multiple vehicle state parameters.
  • the drive motor and the power steering motor so that the electronic device executes the deviation compensation control method as described in the first aspect.
  • an embodiment of the present application provides a computer-readable storage medium, including program instructions.
  • the program instructions When the program instructions are run on a computer device, the computer device executes the deviation compensation control as described in the first aspect. method.
  • the running deviation compensation booster system and control method disclosed in the embodiments of the present application perform compensation through differential power steering, effectively reducing the occurrence of motor stalling for a long time, reducing the risk of motor failure, and weakening the degree of motor performance degradation; Compensation by power steering can expand the hand force range of compensation; through the redundant backup of the main/auxiliary system of differential power steering and electric power steering, it can reduce the failure probability of deviation compensation and improve the driving safety of the vehicle; long-term compensation It is carried out in parallel with the short-term compensation, which can not only compensate for the deviation caused by external factors, but also compensate for the deviation caused by the vehicle's own factors.
  • Fig. 1 is a flow chart of a deviation compensation control method according to Embodiment 1 of the present application
  • Fig. 2 is a flow chart of S300 in the deviation compensation control method according to Embodiment 1 of the present application;
  • Fig. 3 is a flow chart of S310 in the deviation compensation control method according to Embodiment 1 of the present application;
  • Fig. 4 is a flow chart of S400 in the deviation compensation control method according to Embodiment 1 of the present application;
  • Fig. 5 is a flowchart of S420 in the deviation compensation control method according to Embodiment 1 of the present application.
  • FIG. 6 is a flowchart before S200 in the deviation compensation control method according to Embodiment 1 of the present application.
  • Fig. 7 is a flow chart of S100 in the deviation compensation control method according to Embodiment 1 of the present application.
  • Fig. 8 is a schematic diagram of modules of the deviation compensating assist system according to Embodiment 2 of the present application.
  • Fig. 9 is a working schematic diagram of the deviation compensating power assist system according to Embodiment 2 of the present application.
  • FIG. 10 is a system architecture diagram of an electronic device according to Embodiment 3 of the present application.
  • 10-vehicle electronic control system 11-control module; 12-main compensation module; 13-secondary compensation module; 14-drive motor; 15-steering gear; 16-steering assist motor; - Actuating device.
  • Embodiment 1 of the present application discloses a deviation compensation control method, which aims to solve technical problems such as small compensation range, motor stall, and no redundant control existing in the deviation compensation technology.
  • the deviation compensation control method includes:
  • the differential power steering is used as the main system, and the electric power steering is used as the auxiliary system.
  • the switching between the main system and the auxiliary system is mainly based on the status information of the differential power steering.
  • the power steering is realized, or through the auxiliary system electric power steering.
  • differential power steering is a new type of power steering technology that utilizes the differential torque of the left and right front wheels to provide steering assistance.
  • differential control of the left and right wheels can be realized to generate differential power assist torque.
  • the driver needs to provide corresponding steering assistance, and the differential power steering's variable assist characteristics with speed also determines its trade-off and compromise in terms of steering assistance and road feel.
  • the differential power steering does not fail (such as the drive motor failure)
  • the deviation compensation control is realized through the main system differential power steering; when the differential power steering fails, the deviation compensation control is realized through the auxiliary system electric power steering .
  • S300 and S400 mainly calculate the drive motor torque and steering assist motor torque required to compensate for the driver's hand force. Because the working principle of the differential power steering of the main system is different from that of the electric power steering of the auxiliary system, the calculation method of the compensation torque is also different. The following describes the differential power steering and electric power steering in detail.
  • S310 iteratively calculate the total differential power assist torque, so that the driver's hand force gradually tends to 0;
  • S320 Calculate the two front-wheel drive torques according to the total differential power assist torque
  • S330 Perform yaw compensation control on the vehicle according to the total differential power assist torque, control the additional yaw moment of the vehicle to be 0, and calculate two rear wheel drive torques.
  • S311 Calculate the short-term differential power assist torque according to the driver's hand force and external causes causing the vehicle to deviate;
  • S312 Calculate the long-term differential power assist torque according to the driver's hand force and the internal reasons causing the vehicle to deviate;
  • S313 Calculate the sum of the short-term differential assist torque and the long-term differential assist torque to obtain the total differential assist torque for compensating the driver's hand force;
  • S300 uses differential power steering to perform deviation compensation, which is realized by controlling 4 drive motors based on the driver's hand force.
  • step S310 calculates the differential power assist torque required for the tracking deviation compensation control according to the driver's hand force when the vehicle is going straight.
  • the factors that cause the vehicle to deviate include internal factors (suspension, tire wear, wheel alignment parameters, etc.) torque.
  • the required short-term differential assist torque ⁇ T DS is calculated through short-time compensation, and ⁇ T DS slowly decreases to 0 after the deviation compensation is exited. It also slowly decreases to 0 when the power is turned off; by adjusting the size of the short-time compensation iteration coefficient CS , the time when the short-time compensation tends to be stable can be controlled.
  • the specific calculation method of the short-time differential assist torque ⁇ T DS is as follows:
  • z represents the current moment
  • z-1 represents the previous moment
  • the long-term differential assist torque ⁇ T DL is calculated through long-term compensation, and ⁇ T DL is used in the tracking deviation compensation Keep the value at the previous moment unchanged when exiting, and store it when the system is powered off, as the initial value of long-term compensation for the next power-on cycle; by adjusting the size of the long-term compensation iteration coefficient C L , the long-term compensation can be controlled
  • the time for the compensation to stabilize, the time for the long-term compensation to stabilize should be longer than the time for the short-term compensation to stabilize.
  • the specific calculation method of the long-term differential assist torque ⁇ T DL is as follows:
  • the sum of the short-term differential assist torque ⁇ T DS and the long-term differential assist torque ⁇ T DL is the total differential assist torque ⁇ T D required to compensate the driver's hand strength.
  • the specific calculation method is as follows:
  • ⁇ T D (z) ⁇ T DS (z) + ⁇ T DL (z)
  • Step S320 calculates the driving torque of the two front-wheel drive motors according to the total differential power assist torque ⁇ T D , and the specific calculation formula is as follows:
  • T f is the driving torque of the front axle
  • T 1 and T 2 are the driving torque of the left front wheel and the right front wheel respectively.
  • Step S330 performs yaw compensation control on the whole vehicle according to the total differential power assist torque ⁇ T D .
  • the differential power steering compensates the driver's hand force through the total differential power torque ⁇ T D , it also forms an additional yaw moment for the vehicle, and the expected yaw rate of the vehicle in the process of going straight is 0, so it is necessary to Control the driving torque of the rear wheels to offset the additional yaw moment formed by the front wheels.
  • the rear wheel drive torque needs to meet the following conditions:
  • T r is the driving torque of the rear axle
  • T 3 and T 4 are the driving torque of the left rear wheel and the right rear wheel, respectively.
  • S410 Calculate the drive torques of the four wheels respectively, perform yaw compensation control on the vehicle, and control the additional yaw moment of the vehicle to be 0;
  • S423 Calculate the sum of the short-term torque of the power steering motor and the long-term torque of the power steering motor to obtain the total torque of the power steering motor for compensating the driver's hand force;
  • S424 Iteratively calculate the total torque of the power steering motor, so that the driver's hand force gradually tends to zero.
  • S400 is when the differential power steering fails due to a specific reason (such as a failure of the drive motor), the electric power steering is based on the driver's hand force and controls the steering power motor to perform deviation compensation control.
  • the yaw rate of the vehicle When performing deviation compensation control through electric power steering, the yaw rate of the vehicle must first be guaranteed to be 0; at the same time, if the driving torque of the two front wheels is not the same at this time, an additional steering power will be generated, which will exert on the driver's steering wheel The influence of the hand force on it. Therefore, before calculating the torque of the power steering motor, the yaw compensation control must be performed on the vehicle. On this basis, the influence of internal factors, external factors and yaw compensation control is integrated, and the torque of the power steering motor is iteratively calculated until the driver manually force tends to 0.
  • Step S410 first performs yaw compensation control on the vehicle, and controls the additional yaw moment of the entire vehicle to be zero. At this time, the driving torque of the four wheels needs to meet the following constraints:
  • T 1 -T 2 T 4 -T 3
  • the specific driving torques of the four wheels can be further calculated in combination with other vehicle dynamics control functions. Taking the failure of the left front wheel motor as an example, the driving torques of the four wheels can be obtained as follows:
  • step S420 calculates the torque of the power steering motor required for the deviation compensation control according to the driver's hand force when the vehicle is going straight. For the internal factors and external factors that cause the vehicle to deviate, it is necessary to calculate the required torque of the power steering motor separately. For the deviation caused by external factors, it is mainly based on the driver’s hand force T h , and the short-term torque T ES of the power steering motor required by short-time compensation is calculated, and T ES slowly decreases to 0 after the deviation compensation exits.
  • the running deviation caused by internal factors it is mainly based on the driver's hand force T h and the short-term torque T ES of the power steering motor, and the long-term torque T EL of the power steering motor required by long-term compensation is calculated, and T EL is in the running deviation compensation Keep the value at the previous moment unchanged when exiting, store it when the system is powered off, and use it as the initial compensation value for the long-term compensation in the next power-on cycle; by adjusting the value of the long-term compensation iteration coefficient C L , the long-term compensation can be controlled.
  • the time when the long-term compensation becomes stable should be longer than the time when the short-time compensation becomes stable.
  • the specific calculation method of the long-term torque T EL of the power steering motor is as follows:
  • the sum of the short-term torque T ES of the power steering motor and the long-term torque T EL of the power steering motor is the total torque T E of the power steering motor required to compensate the driver's hand force.
  • T E (z) T EL (z) + T ES (z)
  • the calculation is iterative until the driver's hand force tends to 0.
  • step S110 Determine whether the vehicle is in a straight-going state; if not, return to step S110; if yes, enter step S120;
  • S130 judging whether the driver's hand strength reaches a preset hand strength threshold
  • S140 judge whether the timing of reaching the hand force threshold has reached the preset time
  • step S110 judge whether the vehicle is in the state of going straight, if not, return to step S110; if yes, enter step S120.
  • the conditions for judging whether the vehicle is in the straight-going state are as follows:
  • Vehicle mass center yaw rate ⁇ ⁇ r0 Vehicle mass center yaw rate ⁇ ⁇ r0 .
  • u 0 , ⁇ 0 , a x0 , a y0 , and ⁇ r0 are vehicle speed threshold, steering wheel angle threshold, steering wheel speed threshold, longitudinal acceleration threshold, lateral acceleration threshold, and yaw rate threshold, respectively.
  • Step S120 judges whether the deviation compensation is enabled, if yes, proceed to S200; if not, proceed to step S130.
  • Step S130 judges whether the driver's hand strength reaches the hand strength threshold T h0 , if not, returns to step S110 ; if yes, proceeds to step S140 .
  • Step S140 starts timing when the driver's hand strength is greater than the hand strength threshold T h0 , and when the counted time is greater than the time threshold t, enter step S150 ; otherwise, return to step S110 .
  • Step S150 sends out a deviation compensation enabling signal, enters S200, and returns to step S110 at the same time, and starts a new round of deviation compensation enabling judgment.
  • Embodiment 2 of the present application discloses a tracking deviation compensation booster system, including a control module 11 , a main compensation module 12 and a secondary compensation module 13 that communicate with each other.
  • control module 11 is used to judge the state information of the differential power steering; when the differential power steering is valid, the main compensation module 12 is used to control the differential power steering through the control module 11 to perform deviation compensation; , the auxiliary compensation module 13 is used to control the electric power steering through the control module 11 to perform deviation compensation.
  • the control module 11 is connected with the drive motors 14 of the four wheels of the vehicle, and is connected with the steering assist motor 16 connected to the steering gear 15 of the vehicle;
  • the control module 11 controls the four driving motors 14 to perform deviation compensation;
  • the auxiliary compensation module 13 is activated, the control module 11 controls the steering assist motor 16 to perform deviation compensation.
  • the deviation compensating power assist system in Embodiment 2 is mainly applied to the scene of straight-line driving of the vehicle to compensate the driver's hand strength.
  • the dual-redundant deviation compensation system is mainly composed of a motor controller (MCU, Motor Control Unit) (i.e. the control module 11), a differential power steering (i.e. the main compensation module 12) and an electric power steering (i.e. the auxiliary compensation module 13).
  • MCU Motor Control Unit
  • the differential power steering i.e. the main compensation module 12
  • an electric power steering i.e. the auxiliary compensation module 13
  • Composition, the differential power steering (that is, the main compensation module 12) and the electric power steering (that is, the auxiliary compensation module 13) form a main/auxiliary redundant deviation compensation system.
  • the differential power steering controls the driving motors 14 of the four wheels to perform deviation compensation control
  • the electric power steering controls the steering power motor 16 to perform deviation compensation control.
  • information can be exchanged between the two.
  • Differential power steering and electric power steering send the driving torque commands of the four drive motors 14 and the torque commands of the steering power motor 16 To the motor controller, and then control the drive motor 14 and the power steering motor 16 through the motor controller, so as to realize compensation for the driver's hand force.
  • Embodiment 3 of the present application discloses an electronic device, including a vehicle-mounted electronic control system 10, a signal acquisition and estimation module 20, and an execution device 30.
  • the vehicle-mounted electronic control system 10 has the running In the partial compensation power assist system
  • the signal acquisition and estimation module 20 has a plurality of vehicle state sensors for measuring vehicle state parameters
  • the execution device 30 has the drive motor and the power steering motor of Embodiment 2 of the present application;
  • the signal acquisition and estimation module 20 sends multiple vehicle state parameters collected by multiple vehicle state sensors to the on-board electronic control system 10, and the on-board electronic control system 10 controls the drive motor and the power steering motor according to the multiple vehicle state parameters, so that The electronic device executes the tracking deviation compensation control method as in Embodiment 1.
  • the electronic device of Embodiment 3 mainly includes three parts, which are the vehicle-mounted electronic control system 10 , the signal acquisition and estimation module 20 , and the execution device 30 .
  • the on-vehicle electronic control system 10 mainly includes electric power steering (i.e. auxiliary compensation module 13), vehicle controller (VCU, Vehicle Control Unit), motor controller (i.e. control module 11), etc., and the control logic of differential power steering Generally placed in the vehicle controller, that is, the vehicle controller has the main compensation module 12;
  • the signal acquisition and estimation module 20 mainly includes vehicle speed estimation, yaw rate sensor, steering wheel angle sensor, steering wheel torque sensor, longitudinal acceleration sensor And other vehicle state sensors and vehicle parameters;
  • the actuator 30 mainly includes the drive motor 14 and the power steering motor 16 .
  • the signal acquisition and estimation module 20 transmits vehicle speed, steering wheel angle, driver's hand force (steering wheel torque), yaw rate and other vehicle state information to the vehicle electronic control system 10.
  • vehicle electronic control system 10 Differential power steering, electric power steering and motor controllers interact with each other to determine the system that performs deviation compensation control: if differential power steering performs deviation compensation control, the torque of the power steering motor is controlled to be 0, and further calculation The torque of the driving motor; if the electric power steering performs deviation compensation control, the torque of the driving motor and the torque of the power steering motor are calculated separately.
  • the on-vehicle electronic control system 10 sends the drive motor torque command and the power steering motor torque command to the actuators 30 such as the drive motor 14 and the power steering motor 16 respectively, so as to realize effective control of the vehicle.
  • Embodiment 4 of the present application also provides a computer-readable storage medium, including program instructions.
  • the program instructions When the program instructions are run on the computer equipment, the computer equipment executes the deviation compensation control method as described in the first aspect. .
  • the running deviation compensation booster system and control method disclosed in the embodiments of the present application perform compensation through differential power steering, effectively reducing the occurrence of motor stalling for a long time, reducing the risk of motor failure, and weakening the degree of motor performance degradation; Compensation by power steering can expand the hand force range of compensation; through the redundant backup of the main/auxiliary system of differential power steering and electric power steering, it can reduce the failure probability of deviation compensation and improve the driving safety of the vehicle; long-term compensation It is carried out in parallel with the short-term compensation, which can not only compensate for the deviation caused by external factors, but also compensate for the deviation caused by the vehicle's own factors.
  • a computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on the computer, the processes or functions according to the present application will be generated in whole or in part.
  • a computer can be a general purpose computer, special purpose computer, computer network, or other programmable device.
  • Computer instructions may be stored in or transmitted from one computer-readable storage medium to another computer-readable storage medium, for example, from a website, computer, server, or data center via a wired (such as coaxial cable, optical fiber, digital subscriber line) or wireless (such as infrared, wireless, microwave, etc.) to another website site, computer, server or data center.
  • the computer-readable storage medium may be any available medium that can be accessed by a computer, or a data storage device such as a server, a data center, etc. integrated with one or more available media.
  • the available medium may be a magnetic medium (for example, a floppy disk, a hard disk, a magnetic tape), an optical medium (for example, DVD), or a semiconductor medium (for example, a Solid State Disk).
  • the processor involved may, for example, include a central processing unit (CPU, central processing unit), a microprocessor, a microcontroller or a digital signal processor, and may also include a graphics processing unit (GPU, graphics processing unit) , network processor (NPU, Neural-network Processing Unit) and Internet service provider (ISP, Internet Service Provider), the processor can also include necessary hardware accelerators or logic processing hardware circuits, such as application-specific integrated circuits (ASIC, application-specific integrated circuit), or one or more integrated circuits used to control the program execution of the technical solution of this application, etc. Additionally, the processor may be capable of operating one or more software programs, which may be stored in the memory.
  • CPU central processing unit
  • microprocessor a microcontroller or a digital signal processor
  • GPU graphics processing unit
  • NPU Neural-network Processing Unit
  • ISP Internet Service Provider
  • the processor can also include necessary hardware accelerators or logic processing hardware circuits, such as application-specific integrated circuits (ASIC, application-specific integrated circuit), or one or more integrated
  • the memory can be read-only memory (ROM, read-only memory), other types of static storage devices that can store static information and instructions, random access memory (RAM, random access memory), or other types that can store information and instructions
  • a dynamic storage device can also be an electrically erasable programmable read-only memory (EEPROM, electrically erasable programmable read-only memory), a read-only disc (CD-ROM, compact disc read-only memory) or other optical disc storage, optical disc storage ( Including Compact Disc, Laser Disc, Optical Disc, Digital Versatile Disc, Blu-ray Disc, etc.), magnetic disk storage medium or other magnetic storage devices, or can be used to carry or store desired program code in the form of instructions or data structures and can Any other media accessed by a computer, etc.
  • EEPROM electrically erasable programmable read-only memory
  • CD-ROM compact disc read-only memory
  • CD-ROM compact disc read-only memory
  • optical disc storage Including Compact Disc, Laser Disc, Optical Disc,
  • "at least one” means one or more, and “multiple” means two or more.
  • “And/or” describes the association relationship of associated objects, indicating that there may be three kinds of relationships, for example, A and/or B may indicate that A exists alone, A and B exist simultaneously, or B exists alone. Among them, A and B can be singular or plural.
  • the character “/” generally indicates that the contextual objects are an “or” relationship.
  • “At least one of the following” and similar expressions refer to any combination of these items, including any combination of single items or plural items.
  • At least one of a, b, and c may represent: a, b, c, a-b, a-c, b-c, or a-b-c, wherein a, b, and c may be single or multiple.
  • any function is realized in the form of a software function unit and sold or used as an independent product, it can be stored in a computer-readable storage medium.
  • the technical solution of the present application is essentially or the part that contributes to the prior art or the part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including Several instructions are used to make a computer device (which may be a personal computer, a server, or a network device, etc.) execute all or part of the steps of the methods described in the various embodiments of the present application.
  • the aforementioned storage medium includes: various media capable of storing program codes such as U disk, mobile hard disk, read-only memory, random access memory, magnetic disk or optical disk.
  • program codes such as U disk, mobile hard disk, read-only memory, random access memory, magnetic disk or optical disk.

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Abstract

一种跑偏补偿助力系统及控制方法，其中控制方法包括：判断差动助力转向的状态信息；在差动助力转向有效时，通过差动助力转向进行跑偏补偿；在差动助力转向失效时，通过电动助力转向进行跑偏补偿。跑偏补偿助力系统包括互相通信的控制模块、主补偿模块和副补偿模块。跑偏补偿助力系统及控制方法能够通过差动助力转向进行补偿，有效减少电机长时间堵转现象的发生，减小电机故障风险，削弱电机性能衰退程度；通过差动助力转向进行补偿，可以扩大补偿的手力范围；通过差动助力转向和电动助力转向主/辅系统冗余备份，可以减小跑偏补偿失效概率，提高了车辆的行车安全性；长时补偿和短时补偿并行进行，既可补偿外部因素造成的跑偏，又可补偿车辆自身因素造成的跑偏。

Description

跑偏补偿助力系统及控制方法 技术领域
本申请涉及汽车控制技术领域，尤其涉及一种跑偏补偿助力系统及控制方法。
背景技术
车辆在直线行驶过程中，如果遇到较大的侧向风、倾斜路面等，会造成车辆跑偏。同时，由于左/右侧车轮的轮胎的磨损程度不同、胎压不同、悬架调整不佳、四轮定位参数不佳等车辆自身因素，也会造成不同程度的车辆跑偏。此时，为了维持车辆直线行驶，驾驶员必须在方向盘上额外施加手力抵抗跑偏。因此，车辆跑偏会在一定程度上增加驾驶员的操纵负担。
为了减轻驾驶员的操纵负担，需要对驾驶员抵抗车辆跑偏额外施加的手力进行补偿。现有跑偏补偿(PDC，Pull Drift Compensation)技术通过电动助力转向(EPS，Electric Power Steering)的转向助力电机施加一个与驾驶员手力同向的补偿扭矩，将驾驶员的手力缓慢补偿至0或接近0。现有跑偏补偿技术虽然能够对驾驶员手力进行补偿，但在补偿过程中车辆处于直线行驶状态，导致转向助力电机的转速为0，而输出扭矩不为0，也就是说，转向助力电机处于堵转状态。此时，若转向助力电机输出的补偿扭矩较大，则存在烧坏转向助力电机的风险。为了减小这种风险，现有跑偏补偿技术往往会将补偿扭矩限制在一个较小的范围内，因此只能对小范围内的驾驶员手力进行补偿。除此之外，现有跑偏补偿技术完全依赖电动助力转向，没有进行冗余控制，一旦电动助力转向的转向助力电机出现故障，将直接导致跑偏补偿失效。
发明内容
有鉴于此，本申请实施例提供了一种跑偏补偿助力系统及控制方法，用以解决现有技术存在的跑偏补偿系统的补偿范围小、电机堵转、没有冗余控制的技术问题。
第一方面，本申请实施例提供了一种跑偏补偿控制方法，包括：
判断差动助力转向(DDAS，Differential Drive Assist Steering)的状态信息；
在所述差动助力转向有效时，通过所述差动助力转向进行跑偏补偿；
在所述差动助力转向失效时，通过电动助力转向进行跑偏补偿。
在一种可能的实现方式中，在所述通过差动助力转向进行跑偏补偿的步骤中，包括：
迭代计算总差动助力扭矩，使所述驾驶员手力逐渐趋于0；
根据所述总差动助力扭矩，计算两个前轮驱动扭矩；
根据所述总差动助力扭矩，对车辆进行横摆补偿控制，控制车辆的附加横摆力矩为0，计算两个后轮驱动扭矩。
在一种可能的实现方式中，在迭代计算总差动助力扭矩，使所述驾驶员手力逐渐 趋于0的步骤中，包括：
根据驾驶员手力和造成车辆跑偏的外部原因计算短时差动助力扭矩；
根据驾驶员手力和造成车辆跑偏的内部原因计算长时差动助力扭矩；
计算所述短时差动助力扭矩和所述长时差动助力扭矩之和，得到补偿所述驾驶员手力的总差动助力扭矩；
迭代计算所述总差动助力扭矩，使所述驾驶员手力逐渐趋于0。
在一种可能的实现方式中，在通过电动助力转向进行跑偏补偿的步骤中，包括：
分别计算四个车轮驱动扭矩，对车辆进行横摆补偿控制，控制车辆的附加横摆力矩为0；
在所述附加横摆力矩为0的基础上，迭代计算转向助力电机总扭矩，使驾驶员手力逐渐趋于0。
在一种可能的实现方式中，在所述附加横摆力矩为0的基础上，迭代计算转向助力电机总扭矩，使驾驶员手力逐渐趋于0的步骤中，包括：
根据驾驶员手力和造成车辆跑偏的外部原因计算转向助力电机短时扭矩；
根据驾驶员手力和造成车辆跑偏的内部原因计算转向助力电机长时扭矩；
计算所述转向助力电机短时扭矩和所述转向助力电机长时扭矩之和，得到补偿所述驾驶员手力的转向助力电机总扭矩；
迭代计算所述转向助力电机总扭矩，使所述驾驶员手力逐渐趋于0。
在一种可能的实现方式中，在判断差动助力转向的状态信息的步骤之前，包括：
判断跑偏补偿是否使能；
若使能，则执行判断差动助力转向的状态信息；
若不使能，则执行通过车辆控制器控制车辆行驶。
在一种可能的实现方式中，在判断跑偏补偿是否使能的步骤中，包括：
判断车辆是否处于直行状态；
判断跑偏补偿是否已处于使能状态；
若是，则执行判断差动助力转向的状态信息；
若否，则判断驾驶员手力是否达到预设手力阈值；
若达到所述预设手力阈值，则判断达到所述手力阈值的计时是否达到预设时间；
若达到所述预设时间，则对跑偏补偿进行使能，并执行判断差动助力转向的状态信息。
第二方面，本申请实施例提供了一种跑偏补偿助力系统，互相通信的控制模块、主补偿模块和副补偿模块；
所述控制模块用于判断差动助力转向的状态信息；
在所述差动助力转向有效时，所述主补偿模块用于通过所述控制模块控制差动助力转向进行跑偏补偿；
在所述差动助力转向失效时，所述副补偿模块用于通过所述控制模块控制电动助力转向进行跑偏补偿。
在一种可能的实现方式中，所述控制模块与车辆的四个车轮的驱动电机相连接，并与连接在车辆的转向器上的转向助力电机相连接；
在启动所述主补偿模块时，所述控制模块控制所述四个驱动电机进行跑偏补偿；
在启动所述副补偿模块时，所述控制模块控制所述转向助力电机进行跑偏补偿。
第三方面，本申请实施例提供了一种电子设备，包括车载电子控制系统、信号采集与预估模块以及执行装置，所述车载电子控制系统具有如第二方面所述的跑偏补偿助力系统，所述信号采集与预估模块具有多个用于测量车辆状态参数的车辆状态传感器，所述执行装置具有如第二方面所述的驱动电机和转向助力电机；
所述信号采集与预估模块将通过所述多个车辆状态传感器采集到的多个车辆状态参数发送给所述车载电子控制系统，所述车载电子控制系统根据所述多个车辆状态参数控制所述驱动电机和所述转向助力电机，使得所述电子设备执行如第一方面所述的跑偏补偿控制方法。
第四方面，本申请实施例提供一种计算机可读存储介质，包括程序指令，当所述程序指令在计算机设备上运行时，使得所述计算机设备执行如第一方面所述的跑偏补偿控制方法。
与现有技术相比，本技术方案至少具有如下有益效果：
本申请实施例所公开的跑偏补偿助力系统及控制方法，通过差动助力转向进行补偿，有效减少电机长时间堵转现象的发生，减小电机故障风险，削弱电机性能衰退程度；通过差动助力转向进行补偿，可以扩大补偿的手力范围；通过差动助力转向和电动助力转向主/辅系统冗余备份，可以减小跑偏补偿失效概率，提高了车辆的行车安全性；长时补偿和短时补偿并行进行，既可补偿外部因素造成的跑偏，又可补偿车辆自身因素造成的跑偏。
附图说明
图1是本申请实施例1的跑偏补偿控制方法的流程图；
图2是本申请实施例1的跑偏补偿控制方法中S300的流程图；
图3是本申请实施例1的跑偏补偿控制方法中S310的流程图；
图4是本申请实施例1的跑偏补偿控制方法中S400的流程图；
图5是本申请实施例1的跑偏补偿控制方法中S420的流程图；
图6是本申请实施例1的跑偏补偿控制方法中S200之前的流程图；
图7是本申请实施例1的跑偏补偿控制方法中S100的流程图；
图8是本申请实施例2的跑偏补偿助力系统的模块示意图；
图9是本申请实施例2的跑偏补偿助力系统的工作示意图；
图10是本申请实施例3的电子设备的系统架构图。
附图标记：
10-车载电子控制系统；11-控制模块；12-主补偿模块；13-副补偿模块；14-驱动电机；15-转向器；16-转向助力电机；20-信号采集与预估模块；30-执行装置。
具体实施方式
在本申请实施例中使用的术语是仅仅出于描述特定实施例的目的，而非旨在限制本申请。在本申请实施例和所附权利要求书中所使用的单数形式的“一种”、“所述”和 “该”也旨在包括多数形式，除非上下文清楚地表示其他含义。
实施例1
本申请实施例1公开了一种跑偏补偿控制方法，旨在解决现有跑偏补偿技术存在的补偿范围小、电机堵转、没有冗余控制等技术问题。
如图1所示，该跑偏补偿控制方法包括：
S200：判断差动助力转向的状态信息；
S300：在差动助力转向有效时，通过差动助力转向进行跑偏补偿；
S400：在差动助力转向失效时，通过电动助力转向进行跑偏补偿。
在S200中，以差动助力转向作为主系统，以电动助力转向作为辅系统，主系统与辅系统的切换主要是根据差动助力转向的状态信息，判断跑偏补偿控制是通过主系统差动助力转向实现，还是通过辅系统电动助力转向实现。其中，差动助力转向为利用左右前轮差动转矩来提供转向助力的新型助力转向技术，可根据驾驶员对转向盘的操作，实现左右轮差动控制，产生差动助力转矩，按照驾驶员的需求提供相应的转向助力，差动助力转向的助力随速可变的助力特性也决定了其在转向助力和路感保持两方面的权衡与折中。当差动助力转向未发生故障(如驱动电机故障)时，跑偏补偿控制通过主系统差动助力转向实现；当差动助力转向发生故障失效时，跑偏补偿控制通过辅系统电动助力转向实现。
S300和S400主要对补偿驾驶员手力所需的驱动电机扭矩和转向助力电机扭矩进行计算。因为主系统差动助力转向与辅系统电动助力转向的工作原理不同，因此补偿扭矩的计算方法也不同，下面分别针对差动助力转向和电动助力转向进行具体阐述。
如图2所示，在本实施例1的跑偏补偿控制方法中，在S300中，包括：
S310：迭代计算总差动助力扭矩，使驾驶员手力逐渐趋于0；
S320：根据总差动助力扭矩，计算两个前轮驱动扭矩；
S330：根据总差动助力扭矩，对车辆进行横摆补偿控制，控制车辆的附加横摆力矩为0，计算两个后轮驱动扭矩。
如图3所示，在本实施例1的跑偏补偿控制方法中，在S310中，包括：
S311：根据驾驶员手力和造成车辆跑偏的外部原因计算短时差动助力扭矩；
S312：根据驾驶员手力和造成车辆跑偏的内部原因计算长时差动助力扭矩；
S313：计算短时差动助力扭矩和长时差动助力扭矩之和，得到补偿驾驶员手力的总差动助力扭矩；
S314：迭代计算总差动助力扭矩，使驾驶员手力逐渐趋于0。
结合图2和图3，S300是通过差动助力转向进行跑偏补偿，是基于驾驶员手力、通过控制4个驱动电机实现的。
首先，步骤S310根据车辆直行时的驾驶员手力，计算跑偏补偿控制所需要的差动助力扭矩。造成车辆跑偏的因素有内部因素(悬架、轮胎磨损、车轮定位参数等)和外部因素(侧向风、倾斜路面等)，针对内部因素和外部因素，需要分别计算所需要的差动助力扭矩。针对外部因素造成的跑偏，主要基于驾驶员手力T h，通过短时补偿计算所需的短时差动助力扭矩ΔT DS，且ΔT DS在跑偏补偿退出后缓慢降为0，在系统下电时也缓慢降为0；通过调整短时补偿迭代系数C S的大小，可以控制短时补偿趋于稳 定的时间。短时差动助力扭矩ΔT DS的具体计算方法如下式：
Figure PCTCN2021125550-appb-000001
式中，z表示当前时刻，z-1表示上一时刻。
针对内部因素造成的跑偏，主要基于驾驶员手力T h和短时差动助力扭矩ΔT DS，通过长时补偿计算所需的长时差动助力扭矩ΔT DL，且ΔT DL在跑偏补偿退出时保持上一时刻的值不变，在系统下电时对其进行存储，作为下一个上电循环的长时补偿初始值；通过调整长时补偿迭代系数C L的大小，可以控制长时补偿趋于稳定的时间，长时补偿趋于稳定的时间应大于短时补偿趋于稳定的时间。长时差动助力扭矩ΔT DL的具体计算方法如下式：
Figure PCTCN2021125550-appb-000002
短时差动助力扭矩ΔT DS与长时差动助力扭矩ΔT DL之和，便是补偿驾驶员手力所需的总差动助力扭矩ΔT D，具体计算方法如下式：
ΔT D(z)＝ΔT DS(z)+ΔT DL(z)
根据差动助力扭矩计算公式不断迭代计算，直到驾驶员的手力趋近于0。
步骤S320根据总差动助力扭矩ΔT D对两个前轮驱动电机的驱动扭矩进行计算，具体计算公式如下：
Figure PCTCN2021125550-appb-000003
Figure PCTCN2021125550-appb-000004
式中，T f为前轴驱动扭矩；T 1、T 2分别为左前轮驱动扭矩和右前轮驱动扭矩。
步骤S330根据总差动助力扭矩ΔT D对整车进行横摆补偿控制。差动助力转向通过总差动助力扭矩ΔT D对驾驶员手力进行补偿的同时，也对整车形成了一个附加横摆力矩，而车辆在直行过程中的期望横摆角速度为0，因此需要控制后轮的驱动扭矩，对前轮形成的附加横摆力矩进行抵消。为控制整车附加横摆力矩为0，后轮驱动扭矩需要满足如下条件：
T r＝T 3+T 4
Figure PCTCN2021125550-appb-000005
式中，T r为后轴驱动扭矩；T 3、T 4分别为左后轮驱动扭矩和右后轮驱动扭矩。满足上述条件后，进一步可以计算出后轮的驱动扭矩分别为：
Figure PCTCN2021125550-appb-000006
Figure PCTCN2021125550-appb-000007
通过差动助力转向进行跑偏补偿控制过程中，转向助力电机的扭矩控制为0。
如图4所示，在本实施例1的跑偏补偿控制方法中，在S400中，包括：
S410：分别计算四个车轮驱动扭矩，对车辆进行横摆补偿控制，控制车辆的附加横摆力矩为0；
S420：在附加横摆力矩为0的基础上，迭代计算转向助力电机总扭矩，使驾驶员手力逐渐趋于0。
如图5所示，在本实施例1的跑偏补偿控制方法中，在S420中，包括：
S421：根据驾驶员手力和造成车辆跑偏的外部原因计算转向助力电机短时扭矩；
S422：根据驾驶员手力和造成车辆跑偏的内部原因计算转向助力电机长时扭矩；
S423：计算转向助力电机短时扭矩和转向助力电机长时扭矩之和，得到补偿驾驶员手力的转向助力电机总扭矩；
S424：迭代计算转向助力电机总扭矩，使驾驶员手力逐渐趋于0。
S400为在差动助力转向因为特定原因(如驱动电机故障)失效时，电动助力转向基于驾驶员手力、通过控制转向助力电机进行跑偏补偿控制。
通过电动助力转向进行跑偏补偿控制时，必须首先保证车辆的横摆角速度为0；同时，若此时两前轮驱动扭矩不相同，也会产生一个附加的转向助力，对驾驶员施加在方向盘上的手力产生影响。因此，在计算转向助力电机扭矩之前，必须先对车辆进行横摆补偿控制，在此基础上，综合内部因素、外部因素以及横摆补偿控制的影响，迭代计算转向助力电机扭矩，直至驾驶员手力趋于0。
步骤S410首先对车辆进行横摆补偿控制，控制整车的附加横摆力矩为0。此时，4个车轮的驱动扭矩需要满足以下约束条件：
T f＝T 1+T 2
T r＝T 3+T 4
T 1-T 2＝T 4-T 3
具体的4个车轮的驱动扭矩可以进一步结合其他车辆动力学控制功能计算得到。以左前轮电机发生故障为例，可以得到4个车轮的驱动扭矩分别为：
T 1＝0
T 2＝T f
Figure PCTCN2021125550-appb-000008
Figure PCTCN2021125550-appb-000009
对整车进行横摆补偿控制后，步骤S420根据车辆直行时的驾驶员手力，计算跑偏补偿控制所需要的转向助力电机扭矩。针对造成车辆跑偏的内部因素和外部因素，需要分别计算所需要的转向助力电机扭矩。针对外部因素造成的跑偏，主要基于驾驶员手力T h，通过短时补偿计算所需的转向助力电机短时扭矩T ES，且T ES在跑偏补偿退出后缓慢降为0，在系统下电时也缓慢降为0；通过调整短时补偿迭代系数C S的大小，可以控制短时补偿趋于稳定的时间。转向助力电机短时扭矩T ES的具体计算方法如下式：
Figure PCTCN2021125550-appb-000010
针对内部因素造成的跑偏，主要基于驾驶员手力T h和转向助力电机短时扭矩T ES， 通过长时补偿计算所需的转向助力电机长时扭矩T EL，且T EL在跑偏补偿退出时保持上一时刻的值不变，在系统下电时对其进行存储，作为下一个上电循环长时补偿的补偿初始值；通过调整长时补偿迭代系数C L的大小，可以控制长时补偿趋于稳定的时间，长时补偿趋于稳定的时间应大于短时补偿趋于稳定的时间。转向助力电机长时扭矩T EL的具体计算方法如下式：
Figure PCTCN2021125550-appb-000011
转向助力电机短时扭矩T ES与转向助力电机长时扭矩T EL之和，便是补偿驾驶员手力所需的转向助力电机总扭矩T E，具体计算方法如下式：
T E(z)＝T EL(z)+T ES(z)
根据转向助力电机扭矩计算公式不断迭代计算，直到驾驶员的手力趋于0。
如图6所示，在本实施例1的跑偏补偿控制方法中，在S200之前，包括：
S100：判断跑偏补偿是否使能；
若使能，则执行S200判断差动助力转向的状态信息；
若不使能，则执行S200’：则通过车辆控制器控制车辆行驶。
如图7所示，在本实施例1的跑偏补偿控制方法中，在S100中，包括：
S110：判断车辆是否处于直行状态；若否，则返回步骤S110；若是，则进入步骤S120；
S120：判断跑偏补偿是否已处于使能状态；
若是，则执行S200：判断差动助力转向的状态信息；
若否，则S130：判断驾驶员手力是否达到预设手力阈值；
若达到预设手力阈值，则S140：判断达到手力阈值的计时是否达到预设时间；
若达到预设时间，则S150：对跑偏补偿进行使能，并执行S200：判断差动助力转向的状态信息。
首先，进入步骤S110，判断车辆是否处于直行状态，若否，则返回步骤S110；若是，则进入步骤S120。其中，判断车辆是否处于直行状态的条件如下：
(1)车速≥u 0；
(2)方向盘转角≤δ 0且方向盘转速
Figure PCTCN2021125550-appb-000012
(3)纵向加速度≤a x0；
(4)侧向加速度≤a y0；
(5)车辆质心横摆角速度≤ω r0。
只有当上述5个条件均满足时，才判断车辆处于直行状态。其中，u 0、δ 0、
Figure PCTCN2021125550-appb-000013
a x0、a y0、ω r0分别为车速阈值、方向盘转角阈值、方向盘转速阈值、纵向加速度阈值、侧向加速度阈值、横摆角速度阈值。
步骤S120判断跑偏补偿是否已使能，若是，则进入S200；若否，则进入步骤S130。
步骤S130判断驾驶员手力是否达到手力阈值T h0，若否，则返回步骤S110；若是，则进入步骤S140。
步骤S140从驾驶员手力大于手力阈值T h0开始计时，当计时时间大于时间阈值t时，进入步骤S150；否则，返回步骤S110。
步骤S150发出跑偏补偿使能信号，进入S200，同时返回到步骤S110，开始新一轮的跑偏补偿使能判断。
实施例2
如图8所示，本申请实施例2公开了一种跑偏补偿助力系统，互相通信的控制模块11、主补偿模块12和副补偿模块13。
其中，控制模块11用于判断差动助力转向的状态信息；在差动助力转向有效时，主补偿模块12用于通过控制模块11控制差动助力转向进行跑偏补偿；在差动助力转向失效时，副补偿模块13用于通过控制模块11控制电动助力转向进行跑偏补偿。
在本实施例2的跑偏补偿助力系统中，控制模块11与车辆的四个车轮的驱动电机14相连接，并与连接在车辆的转向器15上的转向助力电机16相连接；在启动主补偿模块12时，控制模块11控制四个驱动电机14进行跑偏补偿；在启动副补偿模块13时，控制模块11控制转向助力电机16进行跑偏补偿。
如图9所示，本实施例2的跑偏补偿助力系统主要应用于车辆直线行驶场景，对驾驶员手力进行补偿。该双冗余跑偏补偿助力系统主要由电机控制器(MCU，Motor Control Unit)(即控制模块11)、差动助力转向(即主补偿模块12)和电动助力转向(即副补偿模块13)组成，差动助力转向(即主补偿模块12)和电动助力转向(即副补偿模块13)形成主/辅冗余跑偏补偿系统。其中，差动助力转向通过控制4个车轮的驱动电机14进行跑偏补偿控制，电动助力转向通过控制转向助力电机16进行跑偏补偿控制。差动助力转向、电动助力转向与电机控制器之间，两两均可进行信息交互，差动助力转向和电动助力转向将4个驱动电机14的驱动扭矩指令和转向助力电机16的扭矩指令发送给电机控制器，进而通过电机控制器控制驱动电机14和转向助力电机16，从而实现对驾驶员手力进行补偿。
实施例3
如图10所示，本申请实施例3公开了一种电子设备，包括车载电子控制系统10、信号采集与预估模块20以及执行装置30，车载电子控制系统10具有本申请实施例2的跑偏补偿助力系统，信号采集与预估模块20具有多个用于测量车辆状态参数的车辆状态传感器，执行装置30具有本申请实施例2的驱动电机和转向助力电机；
信号采集与预估模块20将通过多个车辆状态传感器采集到的多个车辆状态参数发送给车载电子控制系统10，车载电子控制系统10根据多个车辆状态参数控制驱动电机和转向助力电机，使得电子设备执行如实施例1的跑偏补偿控制方法。
具体来说，本实施例3的电子设备主要包括3大部分，分别为车载电子控制系统10、信号采集与预估模块20以及执行装置30。其中，车载电子控制系统10主要包括电动助力转向(即副补偿模块13)、整车控制器(VCU，Vehicle Control Unit)、电机控制器(即控制模块11)等，差动助力转向的控制逻辑一般放在整车控制器中，即整车控制器中具有主补偿模块12；信号采集与预估模块20主要包括车速估计、横摆 角速度传感器、方向盘转角传感器、方向盘转矩传感器、纵向加速度传感器以及其它车辆状态传感器和车辆参数；执行装置30主要包括驱动电机14和转向助力电机16。结合图9，信号采集与预估模块20将车速、方向盘转角、驾驶员手力(方向盘转矩)、横摆角速度以及其它车辆状态信息传递给车载电子控制系统10，车载电子控制系统10中，差动助力转向、电动助力转向和电机控制器之间互相进行信息交互，确定进行跑偏补偿控制的系统：若差动助力转向进行跑偏补偿控制，则控制转向助力电机扭矩为0，进一步计算驱动电机扭矩；若电动助力转向进行跑偏补偿控制，则分别计算驱动电机扭矩和转向助力电机扭矩。最后，车载电子控制系统10将驱动电机扭矩指令和转向助力电机扭矩指令分别发送给驱动电机14和转向助力电机16等执行装置30，从而实现对车辆的有效控制。
实施例4
本申请实施例4还提供了一种计算机可读存储介质，包括程序指令，当所述程序指令在计算机设备上运行时，使得所述计算机设备执行如第一方面所述的跑偏补偿控制方法。
与现有技术相比，本技术方案至少具有如下有益效果：
本申请实施例所公开的跑偏补偿助力系统及控制方法，通过差动助力转向进行补偿，有效减少电机长时间堵转现象的发生，减小电机故障风险，削弱电机性能衰退程度；通过差动助力转向进行补偿，可以扩大补偿的手力范围；通过差动助力转向和电动助力转向主/辅系统冗余备份，可以减小跑偏补偿失效概率，提高了车辆的行车安全性；长时补偿和短时补偿并行进行，既可补偿外部因素造成的跑偏，又可补偿车辆自身因素造成的跑偏。
在上述实施例中，可以全部或部分地通过软件、硬件、固件或者其任意组合来实现。当使用软件实现时，可以全部或部分地以计算机程序产品的形式实现。计算机程序产品包括一个或多个计算机指令。在计算机上加载和执行所述计算机程序指令时，全部或部分地产生按照本申请所述的流程或功能。计算机可以是通用计算机、专用计算机、计算机网络、或者其他可编程装置。计算机指令可以存储在计算机可读存储介质中，或者从一个计算机可读存储介质向另一个计算机可读存储介质传输，例如，所述计算机指令可以从一个网站站点、计算机、服务器或数据中心通过有线(例如同轴电缆、光纤、数字用户线)或无线(例如红外、无线、微波等)方式向另一个网站站点、计算机、服务器或数据中心进行传输。计算机可读存储介质可以是计算机能够存取的任何可用介质或者是包含一个或多个可用介质集成的服务器、数据中心等数据存储设备。所述可用介质可以是磁性介质，(例如，软盘、硬盘、磁带)、光介质(例如，DVD)、或者半导体介质(例如固态硬盘Solid State Disk)等。
以上各实施例中，涉及的处理器可以例如包括中央处理器(CPU，central processing unit)、微处理器、微控制器或数字信号处理器，还可包括图形处理器(GPU，graphics processing unit)、网络处理器(NPU，Neural-network Processing Unit)和互联网服务提供商(ISP，Internet Service Provider)，该处理器还可包括必要的硬件加速器或逻辑 处理硬件电路，如特定应用集成电路(ASIC，application-specific integrated circuit)，或一个或多个用于控制本申请技术方案程序执行的集成电路等。此外，处理器可以具有操作一个或多个软件程序的功能，软件程序可以存储在存储器中。
存储器可以是只读存储器(ROM，read-only memory)、可存储静态信息和指令的其它类型的静态存储设备、随机存取存储器(RAM，random access memory)或可存储信息和指令的其它类型的动态存储设备，也可以是电可擦可编程只读存储器(EEPROM，electrically erasable programmable read-only memory)、只读光盘(CD-ROM，compact disc read-only memory)或其他光盘存储、光碟存储(包括压缩光碟、激光碟、光碟、数字通用光碟、蓝光光碟等)、磁盘存储介质或者其它磁存储设备，或者还可以是能够用于携带或存储具有指令或数据结构形式的期望的程序代码并能够由计算机存取的任何其它介质等。
本申请实施例中，“至少一个”是指一个或者多个，“多个”是指两个或两个以上。“和/或”，描述关联对象的关联关系，表示可以存在三种关系，例如，A和/或B，可以表示单独存在A、同时存在A和B、单独存在B的情况。其中A，B可以是单数或者复数。字符“/”一般表示前后关联对象是一种“或”的关系。“以下至少一项”及其类似表达，是指的这些项中的任意组合，包括单项或复数项的任意组合。例如，a，b和c中的至少一项可以表示：a,b,c,a-b,a-c,b-c,或a-b-c，其中a,b,c可以是单个，也可以是多个。
本领域普通技术人员可以意识到，本文中公开的实施例中描述的各单元及算法步骤，能够以电子硬件、计算机软件和电子硬件的结合来实现。这些功能究竟以硬件还是软件方式来执行，取决于技术方案的特定应用和设计约束条件。专业技术人员可以对每个特定的应用来使用不同方法来实现所描述的功能，但是这种实现不应认为超出本申请的范围。
所属领域的技术人员可以清楚地了解到，为描述的方便和简洁，上述描述的系统、装置和单元的具体工作过程，可以参考前述方法实施例中的对应过程，在此不再赘述。
在本申请所提供的几个实施例中，任一功能如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储介质中。基于这样的理解，本申请的技术方案本质上或者说对现有技术做出贡献的部分或者该技术方案的部分可以以软件产品的形式体现出来，该计算机软件产品存储在一个存储介质中，包括若干指令用以使得一台计算机设备(可以是个人计算机，服务器，或者网络设备等)执行本申请各个实施例所述方法的全部或部分步骤。而前述的存储介质包括：U盘、移动硬盘、只读存储器、随机存取存储器、磁碟或者光盘等各种可以存储程序代码的介质。以上所述，仅为本发明的具体实施方式，但本发明的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本发明揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本发明的保护范围之内。因此，本发明的保护范围应以所述权利要求的保护范围为准。

Claims (11)

  1. 一种跑偏补偿控制方法，其特征在于，包括：
    判断差动助力转向的状态信息；
    在所述差动助力转向有效时，通过所述差动助力转向进行跑偏补偿；
    在所述差动助力转向失效时，通过电动助力转向进行跑偏补偿。
  2. 根据权利要求1所述的跑偏补偿控制方法，其特征在于，在所述通过差动助力转向进行跑偏补偿的步骤中，包括：
    迭代计算总差动助力扭矩，使所述驾驶员手力逐渐趋于0；
    根据所述总差动助力扭矩，计算两个前轮驱动扭矩；
    根据所述总差动助力扭矩，对车辆进行横摆补偿控制，控制车辆的附加横摆力矩为0，计算两个后轮驱动扭矩。
  3. 根据权利要求2所述的跑偏补偿控制方法，其特征在于，在迭代计算总差动助力扭矩，使所述驾驶员手力逐渐趋于0的步骤中，包括：
    根据驾驶员手力和造成车辆跑偏的外部原因计算短时差动助力扭矩；
    根据驾驶员手力和造成车辆跑偏的内部原因计算长时差动助力扭矩；
    计算所述短时差动助力扭矩和所述长时差动助力扭矩之和，得到补偿所述驾驶员手力的总差动助力扭矩；
    迭代计算所述总差动助力扭矩，使所述驾驶员手力逐渐趋于0。
  4. 根据权利要求1所述的跑偏补偿控制方法，其特征在于，在通过电动助力转向进行跑偏补偿的步骤中，包括：
    分别计算四个车轮驱动扭矩，对车辆进行横摆补偿控制，控制车辆的附加横摆力矩为0；
    在所述附加横摆力矩为0的基础上，迭代计算转向助力电机总扭矩，使驾驶员手力逐渐趋于0。
  5. 根据权利要求4所述的跑偏补偿控制方法，其特征在于，在所述附加横摆力矩为0的基础上，迭代计算转向助力电机总扭矩，使驾驶员手力逐渐趋于0的步骤中，包括：
    根据驾驶员手力和造成车辆跑偏的外部原因计算转向助力电机短时扭矩；
    根据驾驶员手力和造成车辆跑偏的内部原因计算转向助力电机长时扭矩；
    计算所述转向助力电机短时扭矩和所述转向助力电机长时扭矩之和，得到补偿所述驾驶员手力的转向助力电机总扭矩；
    迭代计算所述转向助力电机总扭矩，使所述驾驶员手力逐渐趋于0。
  6. 根据权利要求1所述的跑偏补偿控制方法，其特征在于，在判断差动助力转向的状态信息的步骤之前，包括：
    判断跑偏补偿是否使能；
    若使能，则执行判断差动助力转向的状态信息；
    若不使能，则通过车辆电机控制器控制车辆的跑偏补偿。
  7. 根据权利要求6所述的跑偏补偿控制方法，其特征在于，在判断跑偏补偿是否使能的步骤中，包括：
    判断车辆是否处于直行状态；
    判断跑偏补偿是否已处于使能状态；
    若是，则执行判断差动助力转向的状态信息；
    若否，则判断驾驶员手力是否达到预设手力阈值；
    若达到所述预设手力阈值，则判断达到所述手力阈值的计时是否达到预设时间；
    若达到所述预设时间，则对跑偏补偿进行使能，并执行判断差动助力转向的状态信息。
  8. 一种跑偏补偿助力系统，其特征在于，互相通信的控制模块、主补偿模块和副补偿模块；
    所述控制模块用于判断差动助力转向的状态信息；
    在所述差动助力转向有效时，所述主补偿模块用于通过所述控制模块控制差动助力转向进行跑偏补偿；
    在所述差动助力转向失效时，所述副补偿模块用于通过所述控制模块控制电动助力转向进行跑偏补偿。
  9. 根据权利要求8所述的跑偏补偿助力系统，其特征在于，所述控制模块与车辆的四个车轮的驱动电机相连接，并与连接在车辆的转向器上的转向助力电机相连接；
    在启动所述主补偿模块时，所述控制模块控制所述四个驱动电机进行跑偏补偿；
    在启动所述副补偿模块时，所述控制模块控制所述转向助力电机进行跑偏补偿。
  10. 一种电子设备，其特征在于，包括车载电子控制系统、信号采集与预估模块以及执行装置，所述车载电子控制系统具有如权利要求8或9所述的跑偏补偿助力系统，所述信号采集与预估模块具有多个用于测量车辆状态参数的车辆状态传感器，所述执行装置具有如权利要求9所述的驱动电机和转向助力电机；
    所述信号采集与预估模块将通过所述多个车辆状态传感器采集到的多个车辆状态参数发送给所述车载电子控制系统，所述车载电子控制系统根据所述多个车辆状态参数控制所述驱动电机和所述转向助力电机，使得所述电子设备执行如权利要求1-7任一项所述的跑偏补偿控制方法。
  11. 一种计算机可读存储介质，包括程序指令，其特征在于，当所述程序指令在计算机设备上运行时，使得所述计算机设备执行如权利要求1-7任一项所述的跑偏补偿控制方法。
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