High-frequency road feeling generation method, device, equipment and vehicle

Abstract

The invention provides a high-frequency road feeling generation method, device and equipment and a vehicle. The method comprises the steps that rack force real-time detection data in the vehicle driving process is acquired; the rack force refers to a stress value of a rack in the vehicle steering execution mechanism; querying a preset corresponding relation between rack force and steering wheel vibration intensity, and determining steering wheel real-time vibration intensity corresponding to the rack force real-time detection data; the corresponding relation records a mapping relation between the rack force and the vibration strength of the steering wheel; determining a steering wheel motor real-time torque corresponding to the steering wheel real-time vibration intensity; and controlling a steering wheel motor to act according to the real-time torque of the steering wheel motor. In a vehicle based on steer-by-wire, rack force real-time detection data is used for reflecting high-frequency road feeling excitation of the road surface, a driver controls the steering wheel based on the real-time vibration intensity of the steering wheel, control actions responding to the high-frequency road feeling excitation of the actual road surface can be made, and driving safety is ensured.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle steering control, and in particular to a method, device, equipment and vehicle for generating high-frequency road feel. Background Art

[0002] At present, many types of vehicles are equipped with wire-controlled steering structures. Unlike traditional steering structures, wire-controlled steering structures do not require mechanical connection between the steering wheel and the steering actuator, which allows a higher degree of freedom in the installation of the vehicle steering wheel.

[0003] In a traditional steering structure, when the road surface has high-frequency road conditions such as cobblestones, Belgian roads, or temporary road bumps (such as small stones), the high-frequency bumps of the tires can be transmitted to the steering wheel through the mechanical structure, and the steering wheel can produce a sense of vibration, so that the driver can sense the high-frequency road feel, and the driver can control the steering wheel based on the sensed high-frequency road feel. However, for a wire-controlled steering structure, since the steering wheel is completely decoupled from the steering mechanism, the high-frequency road feel cannot be transmitted to the steering wheel, resulting in the driver being unable to sense the high-frequency road feel, affecting the control of the steering wheel and the safe driving of the vehicle. Summary of the invention

[0004] The technical problem to be solved by the present application is that in vehicles based on wire-controlled steering in the prior art, the steering wheel cannot accurately obtain high-frequency road feel excitation from the road surface, which makes it difficult for the driver to accurately control the steering wheel based on the high-frequency road feel of the road surface, affecting driving safety. To this end, the present application proposes a high-frequency road feel generation method, device, equipment and vehicle.

[0005] In a first aspect, the technical solution of the present application provides a method for generating high-frequency road sense, comprising:

[0006] Acquire real-time rack force detection data during vehicle driving; rack force refers to the force value of the rack in the vehicle steering actuator;

[0007] Querying a preset corresponding relationship between the rack force and the steering wheel vibration intensity, and determining the real-time steering wheel vibration intensity corresponding to the real-time detection data of the rack force; the corresponding relationship records the mapping relationship between the rack force and the steering wheel vibration intensity;

[0008] Determining a real-time torque of a steering wheel motor corresponding to the real-time vibration intensity of the steering wheel;

[0009] The steering wheel motor is controlled to move according to the real-time torque of the steering wheel motor.

[0010] The high-frequency road feel generation method described in some solutions obtains real-time rack force detection data during vehicle driving, including:

[0011] Obtaining the rotation angle and rotation angular velocity of the gear connected to the rack;

[0012] Obtaining the damping coefficient and moment of inertia of the gear;

[0013] obtaining a motor torque of the vehicle;

[0014] The rotation angle, rotation angular velocity, damping coefficient and moment of inertia of the gear and the motor torque are input into a gear dynamics model, and the gear dynamics model outputs the load torque of the gear; the load torque of the gear is used as the real-time detection data of the rack force.

[0015] In the high-frequency road sense generation method described in some schemes:

[0016] The damping coefficient, the moment of inertia and the load torque produce a first change in the rotation angle and the angular velocity of the gear; the load torque produces a second change in the rotation angle and the angular velocity of the gear, and the second change has a reverse action relationship with the second change; the gear dynamics model is used to record the reverse action relationship.

[0017] In some embodiments of the high-frequency road feel generation method, the gear dynamics model is:

[0018]

[0019] Where θ represents the rotation angle of the gear, represents the angular velocity of the gear, Cx represents the damping coefficient of the gear, J represents the moment of inertia of the gear, T m Indicates the motor torque, T l Indicates the load torque of the gear.

[0020] In some embodiments, the high-frequency road feel generation method, the step of obtaining real-time rack force detection data during vehicle driving, includes:

[0021] Acquire a real-time detection value of the rack force, wherein the attributes of the real-time detection value include a rack vibration frequency;

[0022] The real-time detection value of the rack force is input into a bandpass filter, and the real-time detection value of the rack force contained in the output result of the bandpass filter is used as the real-time detection data of the rack force; wherein the bandpass filter is used to filter out the real-time detection value of the rack force whose rack vibration frequency is not within a vibration frequency range, and the vibration frequency range is the rack vibration frequency range of the test vehicle when it is excited by high-frequency road feel.

[0023] The high-frequency road feel generation method described in some solutions obtains the corresponding relationship between the rack force and the steering wheel vibration intensity by the following method:

[0024] The test data of the benchmark test vehicle when it is driving on a road surface including high-frequency road feel is obtained through a calibration test, wherein the test data includes a rack force test value and a steering wheel vibration intensity test value; the steering wheel and the rack in the benchmark test vehicle are mechanically connected;

[0025] The corresponding relationship between the rack force test value and the steering wheel vibration intensity test value is used as the corresponding relationship between the rack force and the steering wheel vibration intensity.

[0026] In a second aspect, the technical solution of the present application provides a high-frequency road sense generating device, comprising:

[0027] The rack force detection module is configured to obtain real-time rack force detection data during vehicle driving; the rack force refers to the force value of the rack in the vehicle steering actuator;

[0028] a vibration intensity determination module, configured to query the corresponding relationship between the rack force and the steering wheel vibration intensity, and determine the real-time vibration intensity of the steering wheel corresponding to the real-time detection data of the rack force;

[0029] The power determination module is configured to obtain real-time detection data of rack force during vehicle driving; the rack force refers to the force value of the rack in the vehicle steering actuator;

[0030] The motor control module is configured to control the steering wheel motor to move the steering wheel motor in real-time torque.

[0031] In a third aspect, the technical solution of the present application provides a computer-readable storage medium, in which program instructions are stored. After a computer calls the program instructions, the high-frequency road sense generation method described in any one of the first aspects is executed.

[0032] In a fourth aspect, the technical solution of the present application provides an electronic device, comprising at least one processor and at least one memory, wherein at least one of the memories stores program information, and at least one of the processors calls the program instructions to execute the high-frequency road sense generation method described in any one of the first aspects.

[0033] In a fifth aspect, the present application provides a vehicle, which is equipped with the high-frequency road sense generating device described in the second aspect or the computer-readable storage medium described in the third aspect or the electronic device described in the fourth aspect.

[0034] The vehicle described in some embodiments is further configured with: a gear sensor, which is arranged on a gear connected to a rack, and is used to detect the rotation angle and angular velocity of the gear, and the gear sensor sends the detection result to the high-frequency road sense generating device or a computer-readable storage medium or an electronic device.

[0035] The vehicle described in some embodiments is further configured with: a steering wheel motor, wherein the driving output end of the steering wheel motor is offset against a preset position of the steering wheel, and the control end of the steering wheel motor is connected to the high-frequency road sense generating device or the computer-readable storage medium or the electronic device.

[0036] The above technical solution has the following beneficial effects:

[0037] The high-frequency road feel generation method, device, equipment and vehicle provided by the present solution can use the real-time detection data of rack force to reflect the high-frequency road feel excitation of the road surface in a vehicle based on wire-controlled steering, even if the steering wheel and the steering actuator are completely decoupled, so as to determine the real-time vibration intensity of the steering wheel by using the real-time detection data of rack force and the correspondence between the rack force and the vibration intensity of the steering wheel. By controlling the steering wheel motor to move with the corresponding real-time torque of the steering wheel motor, the steering wheel can be controlled to generate the real-time vibration intensity corresponding to the real-time detection data of the rack force. Obviously, there is a corresponding relationship between the real-time vibration intensity of the steering wheel and the high-frequency road feel excitation of the road surface. The driver controls the steering wheel based on the real-time vibration intensity of the steering wheel, and can make control actions in response to the high-frequency road feel excitation of the actual road surface, thereby ensuring driving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 This is a flow chart of a high-frequency road sense generation method in an embodiment of the present application;

[0039] Figure 2 This is a structural block diagram of a high-frequency road sense generating device in an embodiment of the present application;

[0040] Figure 3 A schematic diagram of the hardware connection relationship of an electronic device that executes a high-frequency road sense generating method in an embodiment of the present application;

[0041] Figure 4 A schematic diagram of the hardware connection relationship of a vehicle equipped with a high-frequency road sense generating function in one embodiment of the present application. DETAILED DESCRIPTION

[0042] The specific implementation of the present application is further described below with reference to the accompanying drawings.

[0043] It is easy to understand that according to the technical solution of the present application, without changing the essential spirit of the present application, a variety of structural modes and implementation modes that can be replaced by those skilled in the art can be replaced with each other. Therefore, the following specific implementation modes and drawings are only exemplary descriptions of the technical solution of the present application, and should not be regarded as the entirety of the present application or as a limitation or restriction on the technical solution of the application.

[0044] The directional terms such as up, down, left, right, front, back, front, back, top, bottom, etc. mentioned or may be mentioned in this specification are defined relative to the structures shown in the drawings. They are relative concepts and may change accordingly according to different positions and different usage conditions. Therefore, these or other directional terms should not be interpreted as restrictive terms.

[0045] This embodiment provides a high-frequency road sense generation method, which is applied to a vehicle steering control system. The vehicle steering control system may include an on-board controller, an auxiliary driving control system, an automatic driving control system, etc. Figure 1 As shown, the method comprises the following steps:

[0046] S10: Acquire real-time detection data of rack force during vehicle driving, where the rack force refers to the force value of the rack in the vehicle steering actuator.

[0047] The rack and the vehicle tire have a mechanical transmission connection relationship. When the vehicle is driving, conditions on the road that may affect the balance of the vehicle (such as unevenness, stones, etc.) will cause the tire to vibrate, and the vibration of the tire will be transmitted to the rack through the mechanical transmission connection structure. The rack force mentioned in this application can also refer to the broad rack force, that is, it includes the force on the mechanical transmission connection structure and the friction in the steering system. Therefore, the rack force can reflect the road conditions.

[0048] When a vehicle is traveling on a road surface that includes high-frequency road feel, the tires of the vehicle will generate high-frequency vibrations due to the high-frequency road feel excitation, causing the real-time rack force detection data to change accordingly.

[0049] In this step, the gear angle can be collected in real time through the sensor set at the gear end connected to the rack, the gear angle and angular velocity can be calculated and fed back to the vehicle steering control system for calculation of the rack force estimation algorithm, and the estimated rack force real-time detection data can be output. The sensor vehicle steering control system is communicated and connected, so that the rack force real-time detection data can be transmitted to the vehicle steering control system.

[0050] S20: Query the preset correspondence between the rack force and the steering wheel vibration intensity, and determine the real-time vibration intensity of the steering wheel corresponding to the real-time detection data of the rack force; the correspondence records the mapping relationship between the rack force and the steering wheel vibration intensity.

[0051] The correspondence between the rack force and the steering wheel vibration intensity is a correspondence pre-stored in the vehicle steering control system, and may be a correspondence obtained through testing before the vehicle leaves the factory. For example, on vehicles of the same model, a mechanical structure such as a connecting rod is provided between the steering wheel and the rack so that the rack force can be transmitted to the steering wheel. Various changes in the rack force are simulated through experiments, and the vibration intensity of the steering wheel generated by the change in the rack force is detected, thereby obtaining the correspondence between the rack force and the steering wheel vibration intensity.

[0052] Assuming that the corresponding relationship between the rack force and the steering wheel vibration intensity is a data curve, the horizontal axis is the rack force, and the vertical axis is the steering wheel vibration intensity, then after determining the real-time detection data of the rack force, the coordinate point corresponding to the real-time detection data of the rack force can be found on the horizontal axis of the data curve, and the vertical coordinate of the coordinate point is the real-time vibration intensity of the steering wheel.

[0053] S30: determining a real-time torque of a steering wheel motor corresponding to the real-time vibration intensity of the steering wheel;

[0054] The steering wheel motor is arranged near the steering wheel, and the driving output end of the steering wheel motor has a mechanical connection with the steering wheel, so the real-time vibration intensity of the steering wheel is the same as the vibration intensity of the steering wheel motor. Based on this principle, when the steering wheel motor is in motion, it can drive the steering wheel to produce corresponding vibrations. The higher the torque of the steering wheel motor, the greater the vibration intensity of the steering wheel motor, and the greater the vibration intensity of the steering wheel. In practical applications, the mapping relationship between the steering wheel motor torque and the steering wheel vibration intensity can be obtained through calibration tests and other methods. Therefore, as long as the real-time vibration intensity of the steering wheel is determined, the real-time torque of the steering wheel motor corresponding to the real-time vibration intensity of the steering wheel can be determined.

[0055] S40: Controlling the steering wheel motor to move with the real-time torque of the steering wheel motor.

[0056] When the steering wheel motor is controlled to move according to the real-time torque of the steering wheel motor, the steering wheel motor can drive the steering wheel to generate a corresponding vibration intensity. Combined with the description of the previous steps, the vibration intensity should correspond to the road feel excitation of the current road surface.

[0057] The above scheme provided in the present embodiment can utilize the real-time detection data of rack force to respond to the high-frequency road feel excitation of the road surface in a vehicle based on wire control steering, even if the steering wheel and the steering actuator are completely decoupled, so as to determine the real-time vibration intensity of the steering wheel by utilizing the real-time detection data of rack force and the correspondence between the rack force and the vibration intensity of the steering wheel. By controlling the steering wheel motor to move with the corresponding real-time torque of the steering wheel motor, the steering wheel can be controlled to generate the real-time vibration intensity corresponding to the real-time detection data of the rack force. Obviously, there is a correspondence between the real-time vibration intensity of the steering wheel and the high-frequency road feel excitation of the road surface. The driver can control the steering wheel based on the real-time vibration intensity of the steering wheel, and can make control actions in response to the high-frequency road feel excitation of the actual road surface, thereby ensuring driving safety.

[0058] In some embodiments of the high-frequency road feel generation method, the step S10 of acquiring real-time rack force detection data during vehicle driving includes:

[0059] S101: Obtaining the rotation angle and rotation angular velocity of the gear connected to the rack.

[0060] Specifically, an angle sensor can be installed on the gear to detect the rotation angle and rotation angular velocity of the gear. The angle sensor can be connected to the vehicle steering control system for communication and send the detected result to the vehicle steering control system.

[0061] S102: Obtain the damping coefficient and moment of inertia of the gear.

[0062] The damping coefficient and moment of inertia of the gear are known parameters, which have been determined during vehicle design. The damping coefficient and moment of inertia of the gear can be stored in the vehicle steering control system in advance and can be directly retrieved when executing this step.

[0063] S103: Acquire the motor torque of the vehicle.

[0064] The vehicle's motor is the drive motor, and the vehicle's motor drives the rack to drive the wheels. The motor torque is an important control parameter during the vehicle's driving process, and the vehicle steering control system can directly obtain it through the motor controller.

[0065] S104: inputting the rotation angle, rotation angular velocity, damping coefficient and moment of inertia of the gear and the motor torque into a gear dynamics model, the gear dynamics model outputting the load torque of the gear; using the load torque of the gear as the real-time detection data of the rack force.

[0066] Among them, the damping coefficient, the moment of inertia and the load torque produce a first change in the rotation angle and angular velocity of the gear; the load torque produces a second change in the rotation angle and angular velocity of the gear, and the second change has a reverse action relationship with the second change; the gear dynamics model is used to record the reverse action relationship. In actual application, the gear is acted upon by the motor torque and will move. The movement process will be affected by the gear moment of inertia and damping coefficient as well as the load torque, thereby producing different gear displacements and speeds. Under the same motor torque input, the same gear moment of inertia, and the same damping coefficient, the greater the load torque the gear is subjected to, the smaller the angular acceleration of the gear is. Since the integral of angular acceleration is angular velocity, and the integral of angular velocity is angle, the gear movement is different under different load torque conditions. By measuring the motor torque, the angle of the gear, and the angular velocity of the gear, we can estimate the load torque of the gear in real time.

[0067] Preferably, the gear dynamics model can adopt the dynamics model in the prior art, such as:

[0068]

[0069] θ represents the rotation angle of the gear, represents the angular velocity of the gear, Cx represents the damping coefficient of the gear, J represents the moment of inertia of the gear, T m Indicates the motor torque, T L Represents the load torque of the gear. From the above model, it can be determined that all the parameters except the load torque of the gear are known parameters. Substituting the known parameters into the above model can determine the load torque of the gear. The gear and rack are mechanically connected. According to the principle of force balance, the load torque of the gear is equal to the real-time detection data of the rack.

[0070] In some preferred solutions, the gear dynamics model is:

[0071]

[0072] Where θ represents the rotation angle of the gear, represents the angular velocity of the gear, Cx represents the damping coefficient of the gear, J represents the moment of inertia of the gear, T m Indicates the motor torque, T L Indicates the load torque of the gear.

[0073] The above model is a physical model established by identifying the physical quantities of the system, that is, the values ​​of the moment of inertia J and the damping coefficient Cx of the gear. In the case where the moment of inertia J and the damping coefficient Cx of the gear are known parameters, let:

[0074]

[0075] Since the rotation angle and angular velocity of the gear are required to make the calculated rack force close to the rack force in the actual vehicle, the observation matrix is ​​designed as follows:

[0076]

[0077] Compared with the existing gear dynamics model, the present model adds weights α and β to the observation matrix, and the two weights can be selected according to different vehicle models. Through the scheme of the present application, the existing gear dynamics model is improved, so that the real-time rack force detection data is more accurate.

[0078] After completing the modeling of the observer matrix, since any control algorithm is discretized, we need to discretize the parameters in the above matrix. In practical applications, we can use MATLAB's own functions to achieve this. The discretization process is summarized as follows:

[0079] ContinuousSys=ss(A,B,C,D);

[0080] DiscreteSys=c2d(ContinuousSys,Sample_Time,'zoh');

[0081] [Ad,Bd,Cd,Dd]=ssdata(DiscreteSys);

[0082] Among them, ss, c2d, ssdata are functions that come with MATLAB, ContinuousSys is an intermediate variable that temporarily stores the established continuous system, DiscreteSys is an intermediate variable that temporarily stores the discretized system, Sample_Time is the cycle of the algorithm operation, and 'zoh' is the discretization method. The final matrices obtained are the four discretized matrices Ad, Bd, Cd and Dd, corresponding to matrices A, B, C and D respectively. After completing the modeling of the discretized matrix, the Kalman filter method is used to process the above gear dynamics model, including:

[0083] First, establish the process error matrix Q. The process errors all come from the system input, and the two are independent. The variance is not 0 but the covariance is 0. Therefore, the process error matrix can be modeled as follows:

[0084]

[0085] Among them, q1 and q2 are two calibrable parameters, which are related to the uncertainty caused by the input motor torque and the uncertainty caused by the rack force change rate.

[0086] Secondly, the measurement error matrix R is established. The measurement errors all come from the sensor measurements, that is, the angle and angular velocity measurements, and the two are independent, that is, the variance is not 0 but the covariance is 0. Therefore, the measurement error is modeled as follows:

[0087]

[0088] Among them, r1 and r2 are two calibrable parameters, which are related to the noise of the angle sensor and the noise of the angular velocity sensor.

[0089] Finally, after completing the modeling of the above models, the Kalman gain is calculated and the dlqe function provided by MATLAB is directly used for design:

[0090] [K_gain,~,~,~]=dlqe(Ad,Bd,Cd,Q,R);

[0091] In this way, the Kalman gain K_gain is obtained.

[0092] Finally, after obtaining the Kalman gain K_gain, the rack force observer equation in the discrete domain is determined as follows:

[0093]

[0094]

[0095] In the above formula:

[0096] A o =A d -A d *K gain *C d ;

[0097] B o =[B d (:,1),A d *K gain ];

[0098] C o =eye(3)-K gain *C d ;

[0099] D o =[zeros(3,1),K gain ];

[0100] Among them, eye and zeros are both built-in functions of MATLAB, eye(3) is the 3x3 identity matrix, and zeros(3, 1) is the 3x1 zero matrix.

[0101] To estimate the angle, angular velocity and rack force, The motor torque, sensor measured angle and sensor measured angular velocity are input to the observer, and the final output is y k , which is the observed rack force.

[0102] In some embodiments, the high-frequency road feel generation method, the step S10 of acquiring real-time rack force detection data during vehicle driving, includes:

[0103] S10a: Acquire a real-time detection value of the rack force, wherein the attributes of the real-time detection value include a rack vibration frequency.

[0104] The gear angle can be collected in real time through a sensor installed at the gear end connected to the rack, the gear angle and angular velocity can be calculated and fed back to the vehicle steering control system for calculation of the rack force estimation algorithm, and the estimated rack force real-time detection value can be obtained.

[0105] S10b: Input the real-time detection value of the rack force into a bandpass filter, and use the real-time detection value of the rack force contained in the output result of the bandpass filter as the real-time detection data of the rack force; wherein the bandpass filter is used to filter out the real-time detection value of the rack force whose real-time vibration frequency is not within the vibration frequency range, and the vibration frequency range is the rack vibration frequency range of the test vehicle when it is excited by high-frequency road feel.

[0106] During vehicle driving, the vibration frequency of the rack has a range. In some vibration frequency ranges, the steering wheel has little effect, or the driver does not need to intervene too much in the steering wheel operation in this case, so there is no need to make any improvements to the vibration intensity of the steering wheel. Therefore, in this solution, a bandpass filter is used to filter the real-time detection value of the rack force, so that the obtained real-time detection value of the rack force can meet the steering wheel control requirements during actual driving.

[0107] In some schemes, the high-frequency road feel generation method obtains the corresponding relationship between the rack force and the steering wheel vibration intensity by the following method: obtain the test data of the benchmark test vehicle when driving on the road surface including the high-frequency road feel through the calibration test, and the test data includes the rack force test value and the steering wheel vibration intensity test value; the steering wheel and the rack in the benchmark test vehicle are mechanically connected; the corresponding relationship between the rack force test value and the steering wheel vibration intensity test value is used as the corresponding relationship between the rack force and the steering wheel vibration intensity. That is, in this scheme, the benchmark test vehicle is used for calibration test to obtain the corresponding relationship between the rack force and the steering wheel vibration intensity under the actual high-frequency road condition. The benchmark test vehicle adopts a traditional vehicle, that is, the steering wheel and the rack are mechanically connected. Therefore, the relationship between the steering wheel vibration intensity and the rack force obtained in this scheme is consistent with the relationship between the steering wheel vibration and the rack force under the mechanical connection. Even if the steering wheel and rack forces are decoupled, the driver can still feel the more realistic road surface high-frequency road feel incentive feedback, which improves the driving experience.

[0108] Some embodiments of the present application provide a high-frequency road sense generating device, such as Figure 2 As shown, including:

[0109] The rack force detection module 10 is configured to obtain real-time rack force detection data during vehicle driving; rack force refers to the force value of the rack in the vehicle steering actuator; the rack has a mechanical transmission connection relationship with the vehicle tire. During the driving of the vehicle, conditions on the road surface that may affect the balance of the vehicle (such as unevenness, stones, etc.) will cause the tire to vibrate, and the vibration of the tire will be transmitted to the rack through the mechanical transmission connection structure. The rack force mentioned in this application can also refer to a broad rack force, that is, it includes the force on the mechanical transmission connection structure and the friction force in the steering system. Therefore, the rack force is able to reflect the road conditions. When the vehicle is driving on a road surface including high-frequency road feel, the tire of the vehicle will produce high-frequency vibrations due to the high-frequency road feel excitation, thereby causing the real-time rack force detection data to change accordingly.

[0110] The vibration intensity determination module 20 is configured to query the preset corresponding relationship between the rack force and the steering wheel vibration intensity, and determine the real-time vibration intensity of the steering wheel corresponding to the real-time detection data of the rack force; the corresponding relationship records the mapping relationship between the rack force and the steering wheel vibration intensity. The corresponding relationship between the rack force and the steering wheel vibration intensity is a corresponding relationship pre-stored in the vehicle steering control system, and can be a corresponding relationship obtained through testing before the vehicle leaves the factory. For example, on a vehicle of the same model, a mechanical structure such as a connecting rod is set between the steering wheel and the rack, so that the rack force can be transmitted to the steering wheel, and various changes of the rack force are simulated by testing, and the vibration intensity of the steering wheel generated by the change of the rack force is detected, thereby obtaining the corresponding relationship between the rack force and the steering wheel vibration intensity. Assuming that the corresponding relationship between the rack force and the steering wheel vibration intensity is a data curve, the horizontal axis is the rack force, and the vertical axis is the steering wheel vibration intensity, after the real-time detection data of the rack force is determined, the coordinate point corresponding to the real-time detection data of the rack force can be found on the horizontal axis of the data curve, and the vertical axis of the coordinate point is the real-time vibration intensity of the steering wheel.

[0111] The power determination module 30 is configured to obtain real-time detection data of the rack force during vehicle driving; the rack force refers to the force value of the rack in the vehicle steering actuator; the steering wheel motor is arranged near the steering wheel, and the driving output end of the steering wheel motor has a mechanical connection with the steering wheel, so the real-time vibration intensity of the steering wheel and the vibration intensity of the steering wheel motor are the same. Based on this principle, when the steering wheel motor is in motion, it can drive the steering wheel to produce corresponding vibrations. The higher the torque of the steering wheel motor, the greater the vibration intensity of the steering wheel motor, and the greater the vibration intensity of the steering wheel. In actual application, the mapping relationship between the torque of the steering wheel motor and the vibration intensity of the steering wheel can be obtained by calibration tests and the like. Therefore, as long as the real-time vibration intensity of the steering wheel is determined, the real-time torque of the steering wheel motor corresponding to the real-time vibration intensity of the steering wheel can be determined.

[0112] The motor control module 40 is configured to control the steering wheel motor to move according to the real-time torque of the steering wheel motor. When the steering wheel motor is controlled to move according to the real-time torque of the steering wheel motor, the steering wheel motor can drive the steering wheel to generate a corresponding vibration intensity. Combined with the description of the above steps, the vibration intensity should correspond to the road feel excitation of the current road surface.

[0113] The above scheme provided in the present embodiment can utilize the real-time detection data of rack force to respond to the high-frequency road feel excitation of the road surface in a vehicle based on wire control steering, even if the steering wheel and the steering actuator are completely decoupled, so as to determine the real-time vibration intensity of the steering wheel by utilizing the real-time detection data of rack force and the correspondence between the rack force and the vibration intensity of the steering wheel. By controlling the steering wheel motor to move with the corresponding real-time torque of the steering wheel motor, the steering wheel can be controlled to generate the real-time vibration intensity corresponding to the real-time detection data of the rack force. Obviously, there is a correspondence between the real-time vibration intensity of the steering wheel and the high-frequency road feel excitation of the road surface. The driver can control the steering wheel based on the real-time vibration intensity of the steering wheel, and can make control actions in response to the high-frequency road feel excitation of the actual road surface, thereby ensuring driving safety.

[0114] In some schemes, the rack force detection module 10 is used to obtain the rotation angle and angular velocity of the gear connected to the rack. Obtain the damping coefficient and moment of inertia of the gear; obtain the motor torque of the vehicle; input the rotation angle, angular velocity, damping coefficient and moment of inertia of the gear and the motor torque into the gear dynamics model, and the gear dynamics model outputs the load torque of the gear; use the load torque of the gear as the real-time detection data of the rack force. The damping coefficient and moment of inertia of the gear are known parameters, which have been determined when the vehicle is designed. The damping coefficient and moment of inertia of the gear can be stored in the vehicle steering control system in advance, and can be directly retrieved when executing this step. The motor of the vehicle is a driving motor, and the motor of the vehicle drives the rack to drive the wheels to rotate. The motor torque is an important control parameter during the vehicle driving process, and the vehicle steering control system can directly obtain it through the motor controller. The gear dynamics model can adopt the dynamics model in the prior art. Among them, the damping coefficient, the moment of inertia and the load torque produce a first change in the rotation angle and angular velocity of the gear; the load torque produces a second change in the rotation angle and angular velocity of the gear, and the second change has a reverse action relationship with the second change; the gear dynamics model is used to record the reverse action relationship. In actual application, the gear is acted upon by the motor torque and will move. The movement process will be affected by the gear moment of inertia and damping coefficient as well as the load torque, thereby producing different gear displacements and speeds. Under the same motor torque input, the same gear moment of inertia, and the same damping coefficient, the greater the load torque the gear is subjected to, the smaller the angular acceleration of the gear is. Since the integral of angular acceleration is angular velocity, and the integral of angular velocity is angle, the gear movement is different under different load torque conditions. By measuring the motor torque, the angle of the gear, and the angular velocity of the gear, we can estimate the load torque of the gear in real time.

[0115] In some preferred solutions, in the rack force detection module 10, in some preferred solutions, the gear dynamics model is:

[0116]

[0117] Where θ represents the rotation angle of the gear, represents the angular velocity of the gear, Cx represents the damping coefficient of the gear, J represents the moment of inertia of the gear, T m Indicates the motor torque, T L Represents the load torque of the gear. It can be determined from the above model that all the parameters, except the load torque of the gear, are known parameters. Substituting the known parameters into the above model can determine the load torque of the gear. The gear and rack are mechanically connected. According to the principle of force balance, the load torque of the gear is equal to the real-time detection data of the rack. Through the solution of the present application, the existing gear dynamics model is improved, so that the real-time detection data of the rack force is more accurate.

[0118] In some schemes, the rack force detection module 10: obtains a real-time detection value of the rack force, the attributes of which include the rack vibration frequency; inputs the real-time detection value of the rack force into a bandpass filter, and uses the real-time detection value of the rack force contained in the output result of the bandpass filter as the real-time detection data of the rack force; wherein the bandpass filter is used to filter out the real-time detection value of the rack force whose real-time vibration frequency is not within the vibration frequency range, and the vibration frequency range is the rack vibration frequency range of the test vehicle when the test vehicle is excited by high-frequency road feel. During vehicle driving, the vibration frequency of the rack has a range, and in some vibration frequency ranges, it does not have a great impact on the steering wheel, or the driver does not need to intervene too much in the steering wheel operation in this case, and there is no need to make any improvements to the vibration intensity of the steering wheel. Therefore, in this scheme, the real-time detection value of the rack force is filtered by a bandpass filter, so that the obtained real-time detection value of the rack force can meet the steering wheel control requirements during actual driving. In the above, the gear angle can be collected in real time through the sensor set at the gear end connected to the rack, the gear angle and angular velocity can be calculated and fed back to the vehicle steering control system for calculation of the rack force estimation algorithm to obtain the estimated rack force real-time detection value.

[0119] The device in some schemes also includes a calibration module, which obtains test data of the benchmark test vehicle when it is driving on a road surface including high-frequency road feel through a calibration test, and the test data includes a rack force test value and a steering wheel vibration intensity test value; the steering wheel and the rack in the benchmark test vehicle are mechanically connected; the corresponding relationship between the rack force test value and the steering wheel vibration intensity test value is used as the corresponding relationship between the rack force and the steering wheel vibration intensity. That is, in this scheme, a calibration test is performed using a benchmark test vehicle to obtain the corresponding relationship between the rack force and the steering wheel vibration intensity under actual high-frequency road condition. The benchmark test vehicle adopts a traditional vehicle, that is, the steering wheel and the rack are mechanically connected. Therefore, the relationship between the steering wheel vibration intensity and the rack force obtained in this scheme is consistent with the relationship between the steering wheel vibration and the rack force under the mechanical connection. Even if the steering wheel and rack forces are decoupled, the driver can still feel the more realistic incentive feedback of the high-frequency road feel of the road surface, thereby improving the driving experience.

[0120] Some embodiments of the present application provide a computer-readable storage medium, wherein the storage medium stores program instructions, and a computer calls the program instructions to execute the high-frequency road sense generation method described in any one of the above embodiments.

[0121] Some embodiments of the present application provide an electronic device, such as Figure 3The electronic device includes at least one processor 31 and at least one memory 32, at least one of the memories 32 stores program information, and at least one of the processors 31 reads the program information and executes the high-frequency road sense generation method described in any one of the above method embodiments. The device may also include: an input device 33 and an output device 34. The processor 31, the memory 32, the input device 33 and the output device 34 can be connected in communication. The memory 32, as a non-volatile computer-readable storage medium, can be used to store non-volatile software programs, non-volatile computer executable programs and modules. The processor 31 executes various functional applications and data processing by running the non-volatile software programs, instructions and modules stored in the memory 32, that is, the high-frequency road sense generation method provided by any of the above schemes is realized. The memory 32 may include a program storage area and a data storage area, wherein the program storage area may store an operating system and an application required by at least one function; the data storage area may store data created according to the use of the high-frequency road sense generation method, etc. In addition, the memory 32 may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one disk storage device, a flash memory device, or other non-volatile solid-state storage device. In some embodiments, the memory 32 may optionally include a memory remotely arranged relative to the processor 31, and these remote memories may be connected to a device for executing the high-frequency road sense generation method via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and a combination thereof. The input device 33 may receive input user clicks, and generate signal inputs related to user settings and function controls of the high-frequency road sense generation method. The output device 34 may include a display device such as a display screen. When the one or more modules are stored in the memory 32 and are executed by the one or more processors 31, the high-frequency road sense generation method in any of the above-mentioned method embodiments is executed.

[0122] An embodiment of the present application also provides a vehicle, which is equipped with the high-frequency road sense generating device or computer-readable storage medium or electronic device described in the above embodiments.

[0123] Preferably, if Figure 4 The vehicle shown is also equipped with:

[0124] The gear sensor 41 is arranged on the gear connected to the rack and is used to detect the rotation angle and rotation angular velocity of the gear. The gear sensor sends the detection result to the high-frequency road sense generating device or the computer-readable storage medium or the electronic device. The steering wheel motor 42 has a driving output end that is against the preset position of the steering wheel, and a control end of the steering wheel motor is connected to the high-frequency road sense generating device or the computer-readable storage medium or the electronic device.

[0125] As needed, the above technical solutions can be combined to achieve the best technical effect.

[0126] The above are only the principles and preferred embodiments of the present application. It should be noted that, for ordinary technicians in this field, on the basis of the principles of the present application, several other modifications can be made, which should also be considered as the protection scope of the present application.

Claims

1. A high-frequency road sense generation method, characterized in that: include: Acquire real-time rack force detection data during vehicle driving; rack force refers to the force value of the rack in the vehicle steering actuator; Querying a preset corresponding relationship between the rack force and the steering wheel vibration intensity, and determining the real-time steering wheel vibration intensity corresponding to the real-time detection data of the rack force; the corresponding relationship records the mapping relationship between the rack force and the steering wheel vibration intensity; Determining a real-time torque of a steering wheel motor corresponding to the real-time vibration intensity of the steering wheel; The steering wheel motor is controlled to move according to the real-time torque of the steering wheel motor.

2. The high-frequency road sense generation method according to claim 1, characterized in that: The real-time rack force detection data acquired during vehicle driving includes: Obtaining the rotation angle and rotation angular velocity of the gear connected to the rack; Obtaining the damping coefficient and moment of inertia of the gear; obtaining a motor torque of the vehicle; The rotation angle, rotation angular velocity, damping coefficient and moment of inertia of the gear and the motor torque are input into a gear dynamics model, and the gear dynamics model outputs the load torque of the gear; the load torque of the gear is used as the real-time detection data of the rack force.

3. The high-frequency road sense generation method according to claim 2, characterized in that: The damping coefficient, the moment of inertia and the load torque produce a first change in the rotation angle and the angular velocity of the gear; the load torque produces a second change in the rotation angle and the angular velocity of the gear, and the second change has a reverse action relationship with the second change; the gear dynamics model is used to record the reverse action relationship.

4. The high-frequency road sense generation method according to claim 3, characterized in that: The gear dynamics model is: Where θ represents the rotation angle of the gear, represents the angular velocity of the gear, Cx represents the damping coefficient of the gear, J represents the moment of inertia of the gear, T m Indicates the motor torque, T L Indicates the load torque of the gear.

5. The high-frequency road sense generation method according to claim 1, characterized in that: The method of obtaining real-time rack force detection data during vehicle driving includes: Acquire a real-time detection value of the rack force, wherein the attributes of the real-time detection value include a rack vibration frequency; The real-time detection value of the rack force is input into a bandpass filter, and the real-time detection value of the rack force contained in the output result of the bandpass filter is used as the real-time detection data of the rack force; wherein the bandpass filter is used to filter out the real-time detection value of the rack force whose rack vibration frequency is not within a vibration frequency range, and the vibration frequency range is the rack vibration frequency range of the test vehicle when it is excited by high-frequency road feel.

6. The high-frequency road sense generation method according to claim 1, characterized in that: The corresponding relationship between the rack force and the steering wheel vibration intensity is obtained by the following method: The test data of the benchmark test vehicle when it is driving on a road surface including high-frequency road feel is obtained through a calibration test, wherein the test data includes a rack force test value and a steering wheel vibration intensity test value; the steering wheel and the rack in the benchmark test vehicle are mechanically connected; The corresponding relationship between the rack force test value and the steering wheel vibration intensity test value is used as the corresponding relationship between the rack force and the steering wheel vibration intensity.

7. A high-frequency road sense generating device, characterized in that: include: The rack force detection module is configured to obtain real-time rack force detection data during vehicle driving; the rack force refers to the force value of the rack in the vehicle steering actuator; a vibration intensity determination module, configured to query the corresponding relationship between the rack force and the steering wheel vibration intensity, and determine the real-time vibration intensity of the steering wheel corresponding to the real-time detection data of the rack force; The power determination module is configured to obtain real-time detection data of rack force during vehicle driving; the rack force refers to the force value of the rack in the vehicle steering actuator; The motor control module is configured to control the steering wheel motor to move the steering wheel motor in real-time torque.

8. A computer-readable storage medium, characterized in that: The storage medium stores program instructions, and the computer calls the program instructions to execute the high-frequency road sense generation method according to any one of claims 1 to 6.

9. An electronic device, characterized in that: The method comprises at least one processor and at least one memory, wherein at least one of the memories stores program information, and at least one of the processors executes the high-frequency road sense generation method according to any one of claims 1 to 6 after calling the program instructions.

10. A vehicle, characterized in that: The vehicle is equipped with the high-frequency road sense generating device according to claim 7 or the computer-readable storage medium according to claim 8 or the electronic device according to claim 9.

11. The vehicle according to claim 10, characterized in that The vehicle is also equipped with: The gear sensor is arranged on the gear connected to the rack and is used to detect the rotation angle and rotation angular velocity of the gear. The gear sensor sends the detection result to the high-frequency road sense generating device or the computer-readable storage medium or the electronic device.

12. The vehicle according to claim 10, characterized in that The vehicle is also equipped with: A steering wheel motor, wherein a driving output end of the steering wheel motor is against a preset position of the steering wheel, and a control end of the steering wheel motor is connected to the high-frequency road sense generating device or a computer-readable storage medium or an electronic device.

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