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WO2023046168A1 - 方向盘手感补偿方法 - Google Patents

方向盘手感补偿方法 Download PDF

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Publication number
WO2023046168A1
WO2023046168A1 PCT/CN2022/121344 CN2022121344W WO2023046168A1 WO 2023046168 A1 WO2023046168 A1 WO 2023046168A1 CN 2022121344 W CN2022121344 W CN 2022121344W WO 2023046168 A1 WO2023046168 A1 WO 2023046168A1
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WO
WIPO (PCT)
Prior art keywords
motor
torque
steering
driving
steering wheel
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PCT/CN2022/121344
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English (en)
French (fr)
Inventor
刘鹏
陶文秀
童云春
王鑫
廖银生
Original Assignee
比亚迪股份有限公司
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Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Priority to CA3223291A priority Critical patent/CA3223291A1/en
Priority to AU2022350876A priority patent/AU2022350876A1/en
Priority to EP22872211.2A priority patent/EP4335725A4/en
Priority to JP2023573174A priority patent/JP2024527678A/ja
Priority to KR1020237039577A priority patent/KR20230173154A/ko
Publication of WO2023046168A1 publication Critical patent/WO2023046168A1/zh
Priority to US18/516,652 priority patent/US20240083499A1/en

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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
    • B62D6/008—Control of feed-back to the steering input member, e.g. simulating road feel in steer-by-wire applications
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
    • B62D5/046—Controlling the motor
    • B62D5/0472—Controlling the motor for damping vibrations
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
    • B62D5/046—Controlling the motor
    • B62D5/0463—Controlling the motor calculating assisting torque from the motor based on driver input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present disclosure relates to a steering wheel feel compensation method.
  • the technical problem to be solved by the present disclosure is that in the prior art, when the vehicle is in the steering condition, the steering wheel grabs the direction or pulls the hand due to the unequal driving force of the left and right wheels, which affects the steering feel.
  • an embodiment of the present disclosure provides a steering wheel feel compensation method, which is applied to a multi-motor drive vehicle.
  • the multi-motor drive vehicle includes a first motor, a second motor, and a third motor.
  • the first motor uses For driving the left front wheel of the vehicle, the second motor is used for driving the right front wheel of the vehicle, the third motor is used for driving a steering gear, and the steering wheel feel compensation method includes:
  • the steering wheel feel compensation method provided by the present disclosure can determine the compensation torque of the third motor according to the driving torque of the first motor of the vehicle and the driving torque of the second motor when the vehicle is turning, and according to the driving state and steering state of the vehicle, Determine the compensation method of the third motor, control the third motor according to the compensation method and the magnitude of the compensation torque, and perform compensation on the basis of the original output torque of the third motor, so that the steering wheel rotation torque caused by the unequal left and right driving torque is controlled by the third motor.
  • Motor compensation avoids the phenomenon of steering wheel grabbing direction and pulling hands caused by steering wheel torque, and ensures steering feel.
  • the driving state includes a forward state and a reverse state
  • the steering state includes a left steering state and a right steering state
  • the determining the compensation method of the third motor includes:
  • the third motor compensates by reducing the left steering torque.
  • the determining the compensation method of the third motor includes:
  • the third motor compensates by reducing the right steering torque.
  • the determining the compensation method of the third motor includes:
  • the third motor compensates by increasing the left steering torque.
  • the determining the compensation method of the third motor includes:
  • the third motor compensates by increasing the right steering torque.
  • the acquiring the driving torque of the first motor and the driving torque of the second motor, and determining the compensation torque of the third motor include:
  • the torque of the steering wheel is determined according to the driving torque of the first motor and the driving torque of the second motor, and the compensation torque of the third motor is equal to the torque of the steering wheel.
  • the determining the torque of the steering wheel according to the driving torque of the first motor and the driving torque of the second motor includes:
  • the force moment of the steering wheel is determined according to the force of the steering tie rod.
  • the determination of the resultant rotation torque of the kingpin according to the driving torque of the first motor and the driving torque of the second motor is:
  • F f2 is the driving force of the second motor
  • T 2 is the driving torque of the second motor
  • d 2 is the tire radius of the right front wheel
  • T f (F f2 -F f1 )*e
  • T f is the resultant moment of rotation of the kingpin
  • e is the main Pin inclination center offset
  • T S F S *a/(2* ⁇ *1000), wherein, T S is the torque of the steering wheel, and a is The line angle transmission ratio of the steering system.
  • FIG. 1 is a schematic flowchart of a steering wheel feel compensation method provided by an embodiment of the present disclosure
  • FIG. 2 is a partial schematic diagram of a vehicle to which the steering wheel feel compensation method provided by an embodiment of the present disclosure is applied.
  • An embodiment of the present disclosure provides a steering wheel feel compensation method, which is applied to a vehicle driven by multiple motors, and the method includes:
  • the multi-motor drive vehicle includes a first motor, a second motor and a third motor, the first motor is used to drive the left front wheel of the vehicle, the second motor is used to drive the right front wheel of the vehicle, and the third motor is used to drive the steering wheel. device.
  • the steering wheel feel compensation method provided by the present disclosure can determine the compensation torque of the third motor according to the driving torque of the first motor of the vehicle and the driving torque of the second motor when the vehicle is turning, and according to the driving state and steering state of the vehicle, Determine the compensation method of the third motor, control the third motor according to the compensation method and the magnitude of the compensation torque, and perform compensation on the basis of the original output torque of the third motor, so that the steering wheel rotation torque caused by the unequal left and right driving torque is controlled by the third motor.
  • Motor compensation avoids the phenomenon of steering wheel grabbing direction and pulling hands caused by steering wheel torque, and ensures steering feel.
  • the steering wheel feel compensation method of the present disclosure may also be:
  • the driving state and steering state of the vehicle are obtained, and the compensation method of the third motor is determined.
  • determining the magnitude of the compensation torque of the third motor and determining the compensation method of the third motor are in no particular order. It only needs to control the third motor with the determined compensation method and compensation torque of the third motor.
  • the driving state of the vehicle includes a forward state and a reverse state
  • the steering state includes a left steering state and a right steering state.
  • different vehicle driving states and steering states are combined to obtain four different states, namely: forward left steering state, forward right steering state, reverse left steering state and reverse right steering state.
  • the third motor when the vehicle is in the forward state and the left steering state, that is, when it is in the forward left steering state, the third motor compensates by reducing the left steering torque, that is, the third motor compensates by reducing the left steering torque. Decrease, the proportion of which is the force moment on the steering wheel due to the unequal driving force of the left and right wheels.
  • the third motor compensates by reducing the right steering torque;
  • the ratio of is the force moment on the steering wheel due to the unequal driving force of the left and right wheels.
  • the third motor compensates by increasing the left steering torque; that is, the third motor increases on the basis of the left assist torque, and its increase
  • the ratio of is the force moment on the steering wheel due to the unequal driving force of the left and right wheels.
  • the third motor compensates by increasing the right steering torque; that is, the third motor increases on the basis of the right assist torque, and its increase
  • the ratio of is the force moment on the steering wheel due to the unequal driving force of the left and right wheels.
  • the steering wheel is turning counterclockwise at this time, the right wheel is the outer wheel, the driving force of the right wheel is greater than that of the left wheel, and the driving torque of the right wheel is greater than that of the left wheel Driving torque, so the steering wheel torque caused by the unequal driving force of the left wheel and the right wheel is in the same direction as the driving torque of the right wheel.
  • the kingpin point of the right wheel is the inner side of the wheel, driving the right wheel to rotate counterclockwise. That is, the driving torque of the right wheel is counterclockwise, that is to say, the steering wheel torque caused by the unequal driving force of the left and right wheels is also counterclockwise.
  • the torque on the steering wheel Including the counterclockwise power-assisted torque required for steering and the counterclockwise torque due to the unequal driving force of the left and right wheels, that is, the unequal driving force of the left and right wheels
  • the torque enhances the power-assisted torque of the steering wheel, so that the steering wheel will grab the direction. Therefore, it is necessary to reduce the left steering torque to eliminate the interference caused by the unequal driving of the left and right wheels, so as to avoid the phenomenon of the steering wheel grabbing the direction, improve the stability of the vehicle, and ensure the steering feel.
  • the torque output by the third motor is the assist torque minus the force torque.
  • the steering wheel is turning clockwise at this time, the left wheel is the outer wheel, the driving force of the left wheel is greater than that of the right wheel, and the driving torque of the left wheel is greater than that of the right wheel
  • the driving torque so the steering wheel torque caused by the unequal driving force of the left wheel and the right wheel is in the same direction as the driving torque of the left wheel.
  • the kingpin point of the left wheel is the inner side of the wheel, driving the left wheel to rotate clockwise. That is, the driving torque of the left wheel is clockwise, that is to say, the steering wheel torque caused by the unequal driving force of the left wheel and the right wheel is also clockwise.
  • the force on the steering wheel The torque includes the clockwise assist torque required for steering and the clockwise force torque due to the unequal driving force of the left and right wheels, that is, due to the unequal intensification of the driving force of the left and right wheels In this way, the steering wheel will grab the direction of the steering wheel. Therefore, it is necessary to reduce the right steering torque to eliminate the interference caused by the torque generated by the unequal driving force of the left wheel and the right wheel, so as to avoid the phenomenon of the steering wheel grabbing the direction, improve the stability of the vehicle, and ensure the steering feel.
  • the torque output by the third motor is the assist torque minus the force torque.
  • the steering wheel turns counterclockwise at this time, the driving force of the right wheel is greater than that of the left wheel, and the driving torque of the right wheel is greater than that of the left wheel, so the left wheel and
  • the steering wheel torque caused by the unequal driving force of the right wheel is in the same direction as the driving torque of the right wheel, and the kingpin point of the right wheel is the inner side of the wheel, which drives the right wheel to rotate clockwise, that is, the driving torque of the right wheel is Clockwise direction, that is, the steering wheel moment due to unequal driving force of the left and right wheels is clockwise, i.e., therefore, before uncompensation, the moment experienced by the steering wheel includes the counterclockwise required for steering and the clockwise torque due to the unequal driving force of the left and right wheels, that is, the torque generated due to the unequal driving of the left and right wheels weakens the steering wheel’s power-assisted torque, This causes the steering wheel to pull hands.
  • the torque output by the third motor is the assist torque plus the force torque.
  • the steering wheel turns clockwise at this time, the driving force of the left wheel is greater than that of the right wheel, and the driving torque of the left wheel is greater than that of the right wheel, so the left wheel and
  • the steering wheel torque caused by the unequal driving force of the right wheel is in the same direction as the driving torque of the left wheel, and the kingpin point of the left wheel is the inner side of the wheel, which drives the left wheel to rotate counterclockwise, that is, the driving torque of the left wheel is Counterclockwise direction, that is, the steering wheel torque due to the unequal driving force of the left and right wheels is also counterclockwise, that is, therefore, before compensation, the torque on the steering wheel includes the clockwise required for steering
  • the clockwise boosting torque and the counterclockwise torque due to the unequal driving force of the left and right wheels i.e., the torque due to the unequal driving force of the left and right wheels weakens the steering wheel power assist Torque, which makes the steering wheel pull hand phenomenon.
  • the torque output by the third motor is the assist torque plus the force torque.
  • obtaining the driving torque of the first motor and the driving torque of the second motor, and determining the compensation torque of the third motor includes:
  • the torque of the steering wheel is determined, and the compensation torque of the third motor is equal to the torque of the steering wheel.
  • determining the torque of the steering wheel includes:
  • the resultant rotational torque of the kingpin is determined as:
  • F f2 is the driving force of the second motor
  • T 2 is the driving torque of the second motor
  • d 2 is the tire radius of the right front wheel
  • T f (F f2 -F f1 )*e
  • T f is the resultant moment of rotation of the kingpin
  • e is the main Pin inclination center offset
  • Determining the force of the steering tie rod according to the resultant rotational moment includes:
  • F s T f /H
  • F s is the force on the tie rod
  • H is the distance from the inner point of the tie rod to the center of the wheel
  • Determining the force moment of the steering wheel according to the force of the steering tie rod includes:
  • T S F S *a/(2* ⁇ *1000), wherein, T S is the force torque of the steering wheel, and a is the line-angle transmission ratio of the steering system.
  • the steering gear includes a steering tie rod 20 and a rack 30, the rack 30 is connected to the third motor, the steering tie rod 20 is connected to the rack, and the steering tie rod 20 is connected to the corresponding wheel through the outer point of the steering tie rod.
  • the shock absorber is connected, the kingpin inclination center offset e is the distance from the kingpin point A to the center plane of the tire 10, and H is the distance from the inner point C of the steering tie rod to the wheel center.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Power Steering Mechanism (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

一种方向盘手感补偿方法，应用于多电机驱动车辆，该多电机驱动车辆的第一电机用于驱动车辆的左前轮，第二电机用于驱动车辆的右前轮，第三电机用于驱动转向器。该方法能够在车辆转向时，根据车辆的第一电机的驱动力矩及第二电机的驱动力矩确定第三电机的补偿力矩大小，并根据车辆的行驶状态和转向状态，确定第三电机的补偿方式，根据补偿方式和补偿力矩大小对第三电机进行控制，在原有第三电机输出力矩的基础上进行补偿，从而使得左右驱动力矩不等导致的方向盘转动力矩被第三电机补偿。

Description

方向盘手感补偿方法
本公开要求于2021年09月27日提交中国专利局，申请号为202111133360.5，申请名称为“方向盘手感补偿方法”的中国专利申请的优先权，其全部内容通过引用结合在本公开中。
技术领域
本公开涉及一种方向盘手感补偿方法。
背景技术
现有技术中，为了提高车辆的动力性，设置多电机分别对车轮进行独立控制。该独立控制更容易实现横摆力矩、纵向力矩的控制，从而提高整车的操纵稳定性及行驶安全性。
但是，当车辆处于转向工况时，由于驱动左右车轮的驱动力不等，导致转向器受力不平衡，进而使得方向盘由于左右车轮的驱动力不等而受到额外的转动力矩，从而造成方向盘抢方向或拽手现象，影响转向手感。
发明内容
本公开所要解决的技术问题是现有技术中车辆处于转向工况时由于左右车轮的驱动力不等导致的方向盘抢方向或拽手现象，影响转向手感。
为解决上述技术问题，本公开实施例提供一种方向盘手感补偿方法，应用于多电机驱动车辆，所述多电机驱动车辆包括第一电机、第二电机及第三电机，所述第一电机用于驱动所述车辆的左前轮，所述第二电机用于驱动所述车辆的右前轮，所述第三电机用于驱动转向器，所述方向盘手感补偿方法包括：
获取车辆的行驶状态及转向状态，确定所述第三电机的补偿方式；
获取所述第一电机的驱动力矩及所述第二电机的驱动力矩，确定所述第三电机的补偿力矩大小。
本公开提供的方向盘手感补偿方法，能够在车辆转向时，根据车辆的第一电机的驱动力矩及第二电机的驱动力矩确定第三电机的补偿力矩大小，并根据车辆的行驶状态和转向状态，确定第三电机的补偿方式，根据补偿方式和补偿力矩大小对第三电机进行控制，在原有第三电机输出力矩的基础上进行补偿，从而使得左右驱动力矩不等导致的方向盘转动力矩被第三电机补偿，避免了方向盘转动力矩导致的方向盘抢方向和拽手现象，保证转向手感。
在一实施例中，所述行驶状态包括前进状态及倒车状态，所述转向状态包括左转向状态及右转向状态。
在一实施例中，所述确定所述第三电机的补偿方式包括：
当车辆处于前进状态及左转向状态时，所述第三电机以减小左转向力矩的方式进行补偿。
在一实施例中，所述确定所述第三电机的补偿方式包括：
当车辆处于前进状态及右转向状态时，所述第三电机以减小右转向力矩的方式进行补偿。
在一实施例中，所述确定所述第三电机的补偿方式包括：
当车辆处于倒车状态及左转向状态时，所述第三电机以增大左转向力矩的方式进行补偿。
在一实施例中，所述确定所述第三电机的补偿方式包括：
当车辆处于倒车状态及右转向状态时，所述第三电机以增大右转向力矩的方式进行补偿。
在一实施例中，所述获取所述第一电机的驱动力矩及所述第二电机的驱动力矩，确定所述第三电机的补偿力矩大小包括：
根据所述第一电机的驱动力矩及所述第二电机的驱动力矩，确定方向盘的受力力矩，所述第三电机的补偿力矩大小等于所述方向盘的受力力矩大小。
在一实施例中，所述根据所述第一电机的驱动力矩及所述第二电机的驱动力矩，确定方向盘的受力力矩包括：
根据所述第一电机的驱动力矩及所述第二电机的驱动力矩确定主销的旋转合力矩；
并根据所述旋转合力距确定转向横拉杆的受力；
再根据所述转向横拉杆的受力确定所述方向盘的受力力矩。
在一实施例中，所述根据所述第一电机的驱动力矩及所述第二电机的驱动力矩确定主销的旋转合力矩为：
根据第一电机的驱动力矩及第二电机的驱动力矩确定第一电机的驱动力及第二电机的驱动力，其中
Figure PCTCN2022121344-appb-000001
F f1为第一电机的驱动力；T 1为第一电机的驱动力矩，d 1为左前轮的轮胎半径；
Figure PCTCN2022121344-appb-000002
F f2为第二电机的驱动力；T 2为第二电机的驱动力矩，d 2为右前轮的轮胎半径；
根据第一电机的驱动力及第二电机的驱动力确定主销的旋转合力矩，其中；T f＝(F f2-F f1)*e；T f为主销的旋转合力矩；e为主销内倾中心偏距。
在一实施例中，所述根据所述旋转合力距确定转向横拉杆的受力包括：F s＝T f/H；F s为转向横拉杆受到的力，H为转向横拉杆内点到轮心的距离；
所述根据所述转向横拉杆的受力确定所述方向盘的受力力矩包括：T S＝F S*a/(2*π*1000)，其中，T S为方向盘的受力力矩，a为转向系统的线角传动比。
附图说明
图1是本公开实施例提供的方向盘手感补偿方法的流程示意图；
图2为本公开实施例提供的方向盘手感补偿方法的应用车辆的部分示意图。
说明书中的附图标记如下：
10、轮胎；20、转向横拉杆；30、齿条；A、主销点；B、转向横拉杆外点；C、转向横拉杆内点。
具体实施方式
为了使本公开所解决的技术问题、技术方案及有益效果更加清楚明白，以下结合实施例，对本公开进行进一步的详细说明。应当理解，此处所描述的具体实施例仅仅用以解释本公开，并不用于限定本公开。
本公开实施例提供一种方向盘手感补偿方法，应用于多电机驱动车辆，该方法包括：
S10，获取车辆的行驶状态及转向状态，确定第三电机的补偿方式；
S20，获取第一电机的驱动力矩及第二电机的驱动力矩，确定第三电机的补偿力矩大小。
其中，多电机驱动车辆包括第一电机、第二电机及第三电机，第一电机用于驱动车辆的左前轮，第二电机用于驱动车辆的右前轮，第三电机用于驱动转向器。
本公开提供的方向盘手感补偿方法，能够在车辆转向时，根据车辆的第一电机的驱动力矩及第二电机的驱动力矩确定第三电机的补偿力矩大小，并根据车辆的行驶状态和转向状态，确定第三电机的补偿方式，根据补偿方式和补偿力矩大小对第三电机进行控制，在原有第三电机输出力矩的基础上进行补偿，从而使得左右驱动力矩不等导致的方向盘转动力矩被第三电机补偿，避免了方向盘转动力矩导致的方向盘抢方向和拽手现象，保证转向手感。
在其他实施例中，本公开的方向盘手感补偿方法还可以是：
先，获取第一电机的驱动力矩及第二电机的驱动力矩，确定第三电机的补偿力矩大小；
后，获取车辆的行驶状态及转向状态，确定第三电机的补偿方式。
即，确定第三电机的补偿力矩大小以及确定第三电机的补偿方式不分先后。只要以确定的第三电机的补偿方式和补偿力矩大小控制第三电机即可。
具体地，在S10中，车辆的行驶状态包括前进状态及倒车状态，转向状态包括左转向状态及右转向状态。那么，不同车辆行驶状态及转向状态组合，得到四种不同的状态，分别为：前进左转向状态、前进右转向状态、倒车左转向状态及倒车右转向状态。
在一实施例中，当车辆处于前进状态及左转向状态时，即处于前进左转向状态时，第三电机以减小左转向力矩的方式进行补偿，即第三电机在左助力力矩的基础上减小，其减小的比例为由于左侧车轮和右侧车轮的驱动力不等导致的方向盘受到的受力力矩。
当车辆处于前进状态及右转向状态时，即处于前进右转向状态时，第三电机以减小右转向力矩的方式进行补偿；即第三电机在右助力力矩的基础上减小，其减小的比例为由于左侧车轮和右侧车轮的驱动力不等导致的方向盘受到的受力力矩。
当车辆处于倒车状态及左转向状态时，即处于倒车左转向状态时，第三电机以增大左转向力矩的方式进行补偿；即第三电机在左助力力矩的基础上增大，其增大的比例为由于左侧车轮和右侧车轮的驱动力不等导致的方向盘受到的受力力矩。
当车辆处于倒车状态及右转向状态时，即处于倒车右转向状态时，第三电机以增大右转向力矩的方式进行补偿；即第三电机在右助力力矩的基础上增大，其增大的比例为由于左侧车轮和右侧车轮的驱动力不等导致的方向盘受到的受力力矩。
当车辆在前进状态下左转弯时，此时方向盘为逆时针转动，右侧车轮为外侧车轮，右侧车轮的驱动力大于左侧车轮的驱动力，右侧车轮的驱动力矩大于左侧车轮的驱动力矩，因此左侧车轮和右侧车轮的驱动力不等导致的方向盘力矩与右侧车轮的驱动力矩方向一致，右侧车轮的主销点为车轮的内侧，驱动右 侧车轮逆时针转动，即右侧车轮的驱动力矩为逆时针方向，也就是说，由于左侧车轮和右侧车轮的驱动力不等导致的方向盘力矩也为逆时针方向，因此，在未补偿之前，方向盘受到的力矩包括转向所需的逆时针的助力力矩以及由于左侧车轮和右侧车轮的驱动力不等受到的逆时针的受力力矩，即，由于左侧车轮和右侧车轮的驱动力不等产生的力矩增强了方向盘的助力力矩，这样，会出现方向盘抢方向的现象。故而，需要减小左转向力矩，以消除左侧车轮和右侧车轮的驱动不等致造成的干扰，以避免方向盘抢方向的现象，提高车辆稳定性，保证转向手感。此时，第三电机输出的力矩为助力力矩减去受力力矩。
当车辆在前进状态下右转弯时，此时方向盘为顺时针转动，左侧车轮为外侧车轮，左侧车轮的驱动力大于右侧车轮的驱动力，左侧车轮的驱动力矩大于右侧车轮的驱动力矩，因此左侧车轮和右侧车轮的驱动力不等导致的方向盘力矩与左侧车轮的驱动力矩方向一致，左侧车轮的主销点为车轮的内侧，驱动左侧车轮顺时针转动，即左侧车轮的驱动力矩为顺时针方向，也就是说，由于左侧车轮和右侧车轮的驱动力不等导致的方向盘力矩也为顺时针方向，因此，在未补偿之前，方向盘的受力力矩包括转向所需的顺时针的助力力矩以及由于左侧车轮和右侧车轮的驱动力不等受到的顺时针的受力力矩，即，由于左侧车轮和右侧车轮的驱动力不等增强了方向盘的助力力矩，这样，会出现方向盘抢方向的现象。故而，需要减小右转向力矩，以消除左侧车轮和右侧车轮的驱动力不等产生的力矩造成的干扰，以避免方向盘抢方向的现象，提高车辆稳定性，保证转向手感。此时，第三电机输出的力矩为助力力矩减去受力力矩。
当车辆在倒车状态下左转弯时，此时方向盘逆时针转动，右侧车轮的驱动力大于左侧车轮的驱动力，右侧车轮的驱动力矩大于左侧车轮的驱动力矩，因此左侧车轮和右侧车轮的驱动力不等导致的方向盘力矩与右侧车轮的驱动力矩方向一致，右侧车轮的主销点为车轮的内侧，驱动右侧车轮顺时针转动，即右侧车轮的驱动力矩为顺时针方向，也就是说，由于左侧车轮和右侧车轮的驱动力不等导致的方向盘力矩为顺时针方向，即，因此，在未补偿之前，方向盘受 到的力矩包括转向所需的逆时针的转动力矩以及由于左侧车轮和右侧车轮的驱动力不等受到的顺时针的受力力矩，即，由于左侧车轮和右侧车轮的驱动不等产生的力矩削弱了方向盘的助力力矩，从而使得方向盘出现拽手现象。故而，需要增大左转向力矩，以消除左侧车轮和右侧车轮的驱动力不等造成的干扰，以避免方向盘拽手的现象，保证转向手感。此时，第三电机输出的力矩为助力力矩加上受力力矩。
当车辆在倒车状态下右转弯时，此时方向盘顺时针转动，左侧车轮的驱动力大于右侧车轮的驱动力，左侧车轮的驱动力矩大于右侧车轮的驱动力矩，因此左侧车轮和右侧车轮的驱动力不等导致的方向盘力矩与左侧车轮的驱动力矩方向一致，左侧车轮的主销点为车轮的内侧，驱动左侧车轮逆时针转动，即左侧车轮的驱动力矩为逆时针方向，也就是说，由于左侧车轮和右侧车轮的驱动力不等导致的方向盘力矩也为逆时针方向，即，因此，在未补偿之前，方向盘受到的力矩包括转向所需的顺时针的助力力矩以及由于左侧车轮和右侧车轮的驱动力不等受到的逆时针的受力力矩，即，由于左侧车轮和右侧车轮的驱动力不等产生的力矩削弱了方向盘的助力力矩，从而使得方向盘出现拽手现象。故而，需要增大右转向力矩，以消除左侧车轮和右侧车轮的驱动力不等造成的干扰，以避免方向盘拽手的现象，保证转向手感。此时，第三电机输出的力矩为助力力矩加上受力力矩。
在S20中，获取第一电机的驱动力矩及第二电机的驱动力矩，确定第三电机的补偿力矩大小包括：
根据第一电机的驱动力矩及第二电机的驱动力矩，确定方向盘的受力力矩，第三电机的补偿力矩大小等于方向盘的受力力矩。
其中，根据第一电机的驱动力矩及第二电机的驱动力矩，确定方向盘的受力力矩包括：
根据第一电机的驱动力矩及第二电机的驱动力矩确定主销的旋转合力矩；
并根据旋转合力距确定转向横拉杆的受力；
再根据转向横拉杆的受力确定方向盘的受力力矩。
具体地，根据第一电机的驱动力矩及第二电机的驱动力矩确定主销的旋转合力矩为：
根据第一电机的驱动力矩及第二电机的驱动力矩确定第一电机的驱动力及第二电机的驱动力，其中
Figure PCTCN2022121344-appb-000003
F f1为第一电机的驱动力；T 1为第一电机的驱动力矩，d 1为左前轮的轮胎半径；
Figure PCTCN2022121344-appb-000004
F f2为第二电机的驱动力；T 2为第二电机的驱动力矩，d 2为右前轮的轮胎半径；
根据第一电机的驱动力及第二电机的驱动力确定主销的旋转合力矩，其中；T f＝(F f2-F f1)*e；T f为主销的旋转合力矩；e为主销内倾中心偏距。
根据旋转合力距确定转向横拉杆的受力包括：
F s＝T f/H；F s为转向横拉杆受到的力，H为转向横拉杆内点到轮心的距离；
根据转向横拉杆的受力确定方向盘的受力力矩包括：
T S＝F S*a/(2*π*1000)，其中，T S为方向盘的受力力矩，a为转向系统的线角传动比。
如图2所示，转向器包括转向横拉杆20及齿条30，齿条30与第三电机连接，转向横拉杆20与齿条连接，转向横拉杆20通过转向横拉杆外点与对应的车轮减振器连接，主销内倾中心偏距e为主销点A到轮胎10的中心面的距离，H为转向横拉杆内点C到轮心的距离。
以上所述仅为本公开的较佳实施例而已，并不用以限制本公开，凡在本公开的精神和原则之内所作的任何修改、等同替换和改进等，均应包含在本公开的保护范围之内。

Claims (10)

  1. 一种方向盘手感补偿方法，应用于多电机驱动车辆，所述多电机驱动车辆包括第一电机、第二电机及第三电机，所述第一电机用于驱动所述车辆的左前轮，所述第二电机用于驱动所述车辆的右前轮，所述第三电机用于驱动转向器，所述方向盘手感补偿方法包括：
    获取车辆的行驶状态及转向状态，确定所述第三电机的补偿方式；
    获取所述第一电机的驱动力矩及所述第二电机的驱动力矩，确定所述第三电机的补偿力矩大小。
  2. 根据权利要求1所述的方向盘手感补偿方法，其中，所述行驶状态包括前进状态及倒车状态，所述转向状态包括左转向状态及右转向状态。
  3. 根据权利要求1或2所述的方向盘手感补偿方法，其中，所述确定所述第三电机的补偿方式包括：
    当车辆处于前进状态及左转向状态时，所述第三电机以减小左转向力矩的方式进行补偿。
  4. 根据权利要求1-3任一项所述的方向盘手感补偿方法，其中，所述确定所述第三电机的补偿方式包括：
    当车辆处于前进状态及右转向状态时，所述第三电机以减小右转向力矩的方式进行补偿。
  5. 根据权利要求1-4任一项所述的方向盘手感补偿方法，其中，所述确定所述第三电机的补偿方式包括：
    当车辆处于倒车状态及左转向状态时，所述第三电机以增大左转向力矩的方式进行补偿。
  6. 根据权利要求1-5任一项所述的方向盘手感补偿方法，其中，所述确定所述第三电机的补偿方式包括：
    当车辆处于倒车状态及右转向状态时，所述第三电机以增大右转向力矩的方式进行补偿。
  7. 根据权利要求1-6任一项所述的方向盘手感补偿方法，其中，所述获取所述第一电机的驱动力矩及所述第二电机的驱动力矩，确定所述第三电机的补偿力矩大小包括：
    根据所述第一电机的驱动力矩及所述第二电机的驱动力矩，确定方向盘的受力力矩，所述第三电机的补偿力矩大小等于所述方向盘的受力力矩大小。
  8. 根据权利要求1-7任一项所述的方向盘手感补偿方法，其中，所述根据所述第一电机的驱动力矩及所述第二电机的驱动力矩，确定方向盘的受力力矩包括：
    根据所述第一电机的驱动力矩及所述第二电机的驱动力矩确定主销的旋转合力矩；
    并根据所述旋转合力距确定转向横拉杆的受力；
    再根据所述转向横拉杆的受力确定所述方向盘的受力力矩。
  9. 根据权利要求1-8任一项所述的方向盘手感补偿方法，其中，所述根据所述第一电机的驱动力矩及所述第二电机的驱动力矩确定主销的旋转合力矩为：
    根据第一电机的驱动力矩及第二电机的驱动力矩确定第一电机的驱动力及第二电机的驱动力，其中
    Figure PCTCN2022121344-appb-100001
    F f1为第一电机的驱动力；T 1为第一电机的驱动力矩，d 1为左前轮的轮胎半径；
    Figure PCTCN2022121344-appb-100002
    F f2为第二电机的驱动力；T 2为第二电机的驱动力矩，d 2为右前轮的轮胎半径；
    根据第一电机的驱动力及第二电机的驱动力确定主销的旋转合力矩，其中；T f＝(F f2-F f1)*e；T f为主销的旋转合力矩；e为主销内倾中心偏距。
  10. 根据权利要求1-9任一项所述的方向盘手感补偿方法，其中，所述根据 所述旋转合力距确定转向横拉杆的受力包括：
    F S＝T f/H；F S为转向横拉杆受到的力，H为转向横拉杆内点到轮心的距离；
    所述根据所述转向横拉杆的受力确定所述方向盘的受力力矩包括：
    T S＝F S*a/(2*π*1000)，其中，T S为方向盘的受力力矩，a为转向系统的线角传动比。
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