High-frequency road sense generation method and apparatus, device, medium, and vehicle

Abstract

Provided are a high-frequency road sense generation method and apparatus, a device, a medium, and a vehicle. The method comprises: obtaining rack force measurement data during vehicle driving; querying the correspondence between a rack force and the vibration intensity of a steering wheel, and determining the vibration intensity of the steering wheel corresponding to the rack force measurement data; determining a motor torque of the steering wheel corresponding to the vibration intensity of the steering wheel; and controlling a motor (42) of the steering wheel to act on the basis of the motor torque of the steering wheel. In a steer-by-wire-based vehicle, the rack force measurement data is used for reflecting high-frequency road sense excitation of a road surface, a driver controls the steering wheel on the basis of the vibration intensity of the steering wheel, and can make a control action responding to the high-frequency road sense excitation of an actual road surface, thereby ensuring driving safety.

Description

A high-frequency road sense generation method, device, equipment, medium and vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to the Chinese patent application filed with the China Patent Office on August 8, 2023, with application number 202310993846.9 and application name “A high-frequency road sense generation method, device, equipment and vehicle”, all contents of which are incorporated by reference into this application. Technical Field

[0003] The present application relates to the field of vehicle steering control technology, and in particular to a method, device, equipment, medium and vehicle for generating high-frequency road feel. Background Art

[0004] At present, many types of vehicles are equipped with wire-controlled steering structures. Unlike traditional steering structures, the wire-controlled steering structure does not require a mechanical connection between the steering wheel and the steering actuator, which allows for a higher degree of freedom in the installation of the vehicle steering wheel.

[0005] In traditional steering systems, when the road surface has high-frequency road surface conditions such as cobblestones, Belgian roads, or temporary road bumps (such as small rocks), the high-frequency vibrations of the tires are transmitted to the steering wheel through the mechanical structure, causing the steering wheel to vibrate, thereby allowing the driver to perceive the high-frequency road feel and control the steering wheel accordingly. However, in a steer-by-wire system, 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 perceive the high-frequency road feel, affecting steering control and affecting safe driving of the vehicle.

[0006] Overview

[0007] The technical problem to be solved by the present application is that in vehicles based on wire-controlled steering in the existing technology, the steering wheel cannot accurately obtain high-frequency road feel stimuli 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, medium and vehicle.

[0008] In a first aspect, the present application provides a method for generating high-frequency road feel, comprising:

[0009] Acquire rack force detection data during vehicle driving;

[0010] Querying the corresponding relationship between the rack force and the steering wheel vibration intensity, and determining the steering wheel vibration intensity corresponding to the rack force detection data;

[0011] determining a steering wheel motor torque corresponding to the steering wheel vibration intensity;

[0012] Control the steering wheel motor to move with the steering wheel motor torque.

[0013] In some embodiments, the rack force detection data acquired during vehicle driving includes:

[0014] Obtaining the rotation angle and angular velocity of the gear connected to the rack;

[0015] Get the damping coefficient and moment of inertia of the gear;

[0016] Get the vehicle's motor torque;

[0017] The gear's rotation angle, rotational angular velocity, damping coefficient, moment of inertia, and motor torque are input into the gear dynamics model, which then outputs the gear's load torque; the gear's load torque is used as rack force detection data.

[0018] In some embodiments:

[0019] The damping coefficient, the moment of inertia and the load torque produce a first change in the rotation angle and the rotational angular velocity of the gear; the load torque produces a second change in the rotation angle and the rotational 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.

[0020] In some embodiments, the gear dynamics model is:

[0021] 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.

[0022] In some embodiments, obtaining rack force detection data during vehicle driving includes:

[0023] Get the rack force detection value, the attributes of the detection value include the rack vibration frequency;

[0024] The rack force detection value is input into a bandpass filter, and the rack force detection value contained in the output result of the bandpass filter is used as the rack force detection data; wherein the bandpass filter is used to filter out rack force detection values ​​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.

[0025] In some embodiments, the corresponding relationship between the rack force and the steering wheel vibration intensity is obtained by the following method:

[0026] The calibration test obtains test data of the benchmark test vehicle when it is driving on a road surface that includes high-frequency road feel. The test data includes rack force test values ​​and steering wheel vibration intensity test values. The steering wheel and rack in the benchmark test vehicle are mechanically connected.

[0027] 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.

[0028] In a second aspect, the present application provides a high-frequency road feel generating device, comprising:

[0029] a rack force detection module, configured to obtain rack force detection data during vehicle driving;

[0030] a vibration intensity determination module configured to query a correspondence between the rack force and the steering wheel vibration intensity and determine the steering wheel vibration intensity corresponding to the rack force detection data;

[0031] a power determination module configured to obtain rack force detection data during vehicle driving;

[0032] The motor control module is configured to control the steering wheel motor to move with a steering wheel motor torque.

[0033] In a third aspect, the present application provides a computer-readable storage medium having program instructions stored therein. After a computer calls the program instructions, the computer executes any one of the high-frequency road sense generation methods of the first aspect.

[0034] In a fourth aspect, the present application provides an electronic device comprising at least one processor and at least one memory, wherein the at least one memory stores program information, and the at least one processor calls the program instructions and executes any one of the high-frequency road sense generation methods of the first aspect.

[0035] In a fifth aspect, the present application provides a vehicle, which is equipped with the high-frequency road feel generating device of the second aspect, the computer-readable storage medium of the third aspect, or the electronic device of the fourth aspect.

[0036] In some embodiments, the vehicle is further configured with: a gear sensor, which is arranged on a gear connected to the rack, for detecting the rotation angle and angular velocity of the gear, and the gear sensor sends the detection results to a high-frequency road sense generating device or a computer-readable storage medium or an electronic device.

[0037] In some embodiments, the vehicle is further configured with: a steering wheel motor, the driving output end of the steering wheel motor is offset against the target position of the steering wheel, and the control end of the steering wheel motor is connected to a high-frequency road feel generating device or a computer-readable storage medium or an electronic device.

[0038] The above embodiment has the following beneficial effects:

[0039] The present application provides a high-frequency road feel generation method, device, equipment, medium and vehicle. In a vehicle based on wire-controlled steering, even if the steering wheel and the steering actuator are completely decoupled, the rack force detection data can be used to reflect the high-frequency road feel excitation of the road surface, so that the steering wheel vibration intensity can be determined using the rack force detection data and the correspondence between the rack force and the steering wheel vibration intensity. By controlling the steering wheel motor to move with the corresponding steering wheel motor torque, the steering wheel can be controlled to generate a vibration intensity corresponding to the rack force detection data. Obviously, there is a correspondence between the steering wheel vibration intensity and the high-frequency road feel excitation of the road surface. The driver controls the steering wheel based on the steering wheel vibration intensity, 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

[0040] FIG1 is a flow chart of a method for generating high-frequency road sense according to an embodiment of the present application;

[0041] FIG2 is a structural block diagram of a high-frequency road sense generating device according to an embodiment of the present application;

[0042] FIG3 is a schematic diagram of the hardware connection relationship of an electronic device that executes a high-frequency road sense generation method in an embodiment of the present application;

[0043] FIG4 is 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.

[0044] Detailed description

[0045] The specific implementation of this application is further described below with reference to the accompanying drawings.

[0046] It is easy to understand that according to the technical solution of this application, a variety of structural methods and implementation methods can be replaced with each other by those skilled in the art without changing the essential spirit of this application. Therefore, the following specific embodiments and drawings are only exemplary descriptions of the technical solution of this application and should not be regarded as the entire application or as a limitation or restriction of the technical solution of the application.

[0047] The directional terms such as up, down, left, right, front, back, front, back, top, and bottom mentioned or possibly mentioned in this specification are defined relative to the structure shown in the drawings. They are relative concepts and may vary depending on the location and usage of the device. Therefore, these or other directional terms should not be interpreted as restrictive.

[0048] This embodiment provides a high-frequency road feel generation method, which is applied to a vehicle steering control system. The vehicle steering control system may include an onboard controller, an auxiliary driving control system, an automatic driving control system, etc. As shown in FIG1 , the method includes the following steps:

[0049] S10: Acquire rack force detection data during vehicle driving.

[0050] The rack force can refer to the force applied to the rack in the vehicle's steering actuator. The rack is mechanically connected to the vehicle's tires. During driving, road conditions that could affect vehicle balance (such as uneven surfaces, rocks, etc.) can cause the tires to vibrate. These vibrations are then transmitted to the rack through the mechanical connection. The rack force referred to in this application can also refer to a broader concept, encompassing both the force acting on the mechanical connection and the friction within the steering system. Therefore, the rack force can reflect road conditions.

[0051] When a vehicle travels on a road surface with high-frequency road feel, the vehicle's tires will generate high-frequency vibrations due to the high-frequency road feel excitation, causing the rack force detection data to change accordingly.

[0052] In some embodiments, the gear angle can be collected by a 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 detection data is output. The sensor is communicatively connected to the vehicle steering control system, so that the rack force detection data can be transmitted to the vehicle steering control system.

[0053] The rack force detection data may be collected in real time or at preset time intervals.

[0054] S20: Querying the corresponding relationship between the rack force and the steering wheel vibration intensity, and determining the steering wheel vibration intensity corresponding to the rack force detection data.

[0055] The corresponding relationship can record the mapping relationship between the rack force and the steering wheel vibration intensity, and the corresponding relationship can be pre-set. 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 vehicles of the same model, a mechanical structure such as a connecting rod is set between the steering wheel and the rack to enable the rack force to be transmitted to the steering wheel. Various changes in the rack force are simulated through testing, and the vibration intensity of the steering wheel generated by changes in the rack force is detected, thereby obtaining the corresponding relationship between the rack force and the steering wheel vibration intensity.

[0056] Assuming that the correspondence 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 determining the rack force detection data, the coordinate point corresponding to the rack force detection data can be found on the horizontal axis of the data curve, and the vertical coordinate of this coordinate point is the steering wheel vibration intensity.

[0057] S30: Determine the steering wheel motor torque corresponding to the steering wheel vibration intensity;

[0058] The steering wheel motor is located near the steering wheel, and its drive output is mechanically connected to the steering wheel. Therefore, the steering wheel vibration intensity and the steering wheel motor vibration intensity are identical. Based on this principle, when the steering wheel motor is in operation, it can drive the steering wheel to produce corresponding vibrations. The higher the steering wheel motor torque, the greater the steering wheel motor vibration intensity, and thus the steering wheel vibration intensity. In practical applications, the mapping relationship between steering wheel motor torque and steering wheel vibration intensity can be obtained through calibration tests and other methods. Therefore, once the steering wheel vibration intensity is determined, the steering wheel motor torque corresponding to the steering wheel vibration intensity can be determined.

[0059] S40: Control the steering wheel motor to move with the steering wheel motor torque.

[0060] When the steering wheel motor is controlled to move according to the steering wheel motor torque, 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.

[0061] In some embodiments, in a vehicle based on steer-by-wire, even if the steering wheel and the steering actuator are completely decoupled, the rack force detection data can be used to reflect the high-frequency road feel excitation of the road surface, thereby determining the steering wheel vibration intensity using the rack force detection data and the correspondence between the rack force and the steering wheel vibration intensity. By controlling the steering wheel motor to move with the corresponding steering wheel motor torque, the steering wheel can be controlled to generate a vibration intensity corresponding to the rack force detection data. Obviously, there is a correspondence between the steering wheel vibration intensity and the high-frequency road feel excitation of the road surface. The driver controls the steering wheel based on the steering wheel vibration intensity, and can make control actions in response to the high-frequency road feel excitation of the actual road surface, thereby ensuring driving safety.

[0062] In some embodiments, obtaining rack force detection data during vehicle driving in step S10 includes:

[0063] S101: Obtaining the rotation angle and rotation angular velocity of the gear connected to the rack.

[0064] In some embodiments, an angle sensor may be mounted on the gear to detect the rotation angle and angular velocity of the gear. The angle sensor may be in communication with the vehicle steering control system and transmit the detected results to the vehicle steering control system.

[0065] S102: Obtain the damping coefficient and moment of inertia of the gear.

[0066] The damping coefficient and moment of inertia of the gear are known parameters that 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.

[0067] S103: Obtain the motor torque of the vehicle.

[0068] The vehicle's electric motor is the drive motor, which drives the rack gear, which in turn rotates the tires. Motor torque is a crucial control parameter during vehicle operation, and the vehicle's steering control system can directly access this information through the motor controller.

[0069] S104: Inputting the gear's rotation angle, rotational angular velocity, damping coefficient, moment of inertia, and motor torque into a gear dynamics model, which outputs the gear's load torque; and using the gear's load torque as rack force detection data.

[0070] The damping coefficient, moment of inertia, and load torque produce a first change in the gear's rotational angle and angular velocity; the load torque produces a second change in the gear's rotational angle and angular velocity, and the second change has an inverse relationship with the first change; the gear dynamics model is used to record this inverse relationship. In actual applications, the gear is subjected to motor torque, causing it to move. This movement is affected by the gear's moment of inertia, damping coefficient, and load torque, resulting in different gear displacements and velocities. For the same motor torque input, the same gear moment of inertia, and the same damping coefficient, the greater the load torque applied to the gear, the smaller the gear's angular acceleration. Since the integral of angular acceleration is angular velocity, and the integral of angular velocity is angle, the gear's motion varies under different load torques. By measuring the motor torque, gear angle, and angular velocity, we can estimate the load torque applied to the gear.

[0071] In some embodiments, the gear dynamics model may adopt a dynamics model in the prior art, such as:

[0072] 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, TL represents the gear's load torque. The above model can be used to determine this. All parameters, except the gear's load torque, are known. Substituting these known parameters into the model allows the gear's load torque to be determined. The gear and rack are mechanically connected, and based on the principle of force balance, the gear's load torque is equal to the rack's measured value.

[0073] In some embodiments, the gear dynamics model is:

[0074] 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.

[0075] 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:

[0076] Since the gear rotation angle and gear rotation angular velocity are required to make the calculated rack force close to the rack force in the actual vehicle, the observation matrix is ​​designed as follows:

[0077] Compared to existing gear dynamics models, this model adds weights α and β to the observation matrix, and the two weights can be selected based on the vehicle model. Through this application, the existing gear dynamics model is improved, thereby making the rack force detection data 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 the built-in functions of MATLAB to implement it. The discretization process is summarized as follows: ContinuousSys = ss(A, B, C, D); DiscreteSys = c2d(ContinuousSys, Sample_Time, 'zoh'); [Ad, Bd, Cd, Dd] = ssdata(DiscreteSys);

[0079] Among them, ss, c2d, and ssdata are built-in functions in 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 algorithm execution cycle, 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 matrices, the Kalman filter method is applied to the above gear dynamics model, including:

[0080] 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:

[0081] 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.

[0082] Secondly, the measurement error matrix R is established. The measurement errors all come from the sensor measurements, that is, the measurements of angle and angular velocity, and the two are independent, that is, the variance is not zero but the covariance is 0. Therefore, the measurement error is modeled as follows:

[0083] 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.

[0084] Finally, after completing the modeling of the above models, the Kalman gain is calculated and designed directly using the MATLAB built-in function dlqe: [K_gain,~,~,~]=dlqe(Ad,Bd,Cd,Q,R);

[0085] In this way, the Kalman gain K_gain is obtained.

[0086] Finally, after obtaining the Kalman gain K_gain, the rack force observer equation in the discrete domain is determined as follows:

[0087] In the above formula: A o =A d -A d *K gain *C d ; B o =[B d (:,1),A d *K gain ]; C o=eye(3)-K gain *C d ; D o =[zeros(3,1),K gain ];

[0088] 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.

[0089] 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.

[0090] In some embodiments, the high-frequency road feel generation method, step S10 of acquiring rack force detection data during vehicle driving, includes:

[0091] S10a: Acquire a rack force detection value, where attributes of the detection value include a rack vibration frequency.

[0092] The gear angle can be collected by a sensor set at the gear end connected to the rack, and 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 an estimated rack force detection value.

[0093] S10b: Input the rack force detection value into a bandpass filter, and use the rack force detection value contained in the output result of the bandpass filter as the rack force detection data; wherein the bandpass filter is used to filter out the rack force detection value whose rack 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.

[0094] During vehicle operation, the rack's vibration frequency has a range. Within certain vibration frequency ranges, the steering wheel has little effect, or the driver doesn't need to intervene too much in these situations. Therefore, there's no need to improve the steering wheel's vibration intensity. Therefore, this application uses a bandpass filter to filter the rack force detection value, ensuring that the resulting rack force detection value meets the steering wheel control requirements during actual driving.

[0095] In some embodiments, the correspondence between rack force and steering wheel vibration intensity is obtained by the following method: test data is obtained through a calibration test while a benchmark test vehicle is driving on a road surface that includes high-frequency road feel, the test data including rack force test values ​​and steering wheel vibration intensity test values; the steering wheel and rack in the benchmark test vehicle are mechanically connected; and the correspondence between the rack force test values ​​and the steering wheel vibration intensity test values ​​is used as the correspondence between rack force and steering wheel vibration intensity. That is, in this application, a calibration test is conducted using a benchmark test vehicle to obtain the correspondence between rack force and steering wheel vibration intensity under actual high-frequency road feel conditions. The benchmark test vehicle is a conventional vehicle, i.e., the steering wheel and rack are mechanically connected. As a result, the relationship between steering wheel vibration intensity and rack force obtained in this application is consistent with the relationship between steering wheel vibration and rack force under a mechanical connection. Even though the steering wheel and rack forces are decoupled, the driver can still experience relatively realistic high-frequency road feel feedback, enhancing the driving experience.

[0096] Some embodiments of the present application provide a high-frequency road feel generating device, as shown in FIG2 , including:

[0097] The rack force detection module 10 is configured to obtain rack force detection data during vehicle driving; rack force refers to the force value of the rack in the vehicle steering actuator; the rack and the vehicle tire have a mechanical transmission connection relationship. During the vehicle driving, conditions on the road surface that may affect the balance of the vehicle (such as bumps, 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 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 vehicle's tires will produce high-frequency vibrations due to the high-frequency road feel excitation, thereby causing the rack force detection data to change accordingly.

[0098] The vibration intensity determination module 20 is configured to query the correspondence between rack force and steering wheel vibration intensity and determine the steering wheel vibration intensity corresponding to the rack force detection data. The correspondence records the mapping relationship between rack force and steering wheel vibration intensity. The correspondence between rack force and steering wheel vibration intensity is pre-stored in the vehicle steering control system and can be 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 provided between the steering wheel and the rack to enable the rack force to be transmitted to the steering wheel. By simulating various changes in the rack force through testing, the vibration intensity of the steering wheel generated by the changes in the rack force is detected, thereby obtaining the correspondence between the rack force and the steering wheel vibration intensity. Assuming that the correspondence between the rack force and the steering wheel vibration intensity is a data curve, with the rack force on the abscissa and the steering wheel vibration intensity on the ordinate, once the rack force detection data is determined, the coordinate point corresponding to the rack force detection data can be found on the abscissa of the data curve. The ordinate of this coordinate point is the steering wheel vibration intensity.

[0099] The power determination module 30 is configured to obtain rack force detection data during vehicle operation. Rack force refers to the force applied to the rack in the vehicle's steering actuator. The steering wheel motor is located near the steering wheel, and the steering wheel's drive output is mechanically connected to the steering wheel. Therefore, the steering wheel vibration intensity and the steering wheel motor vibration intensity are the same. Based on this principle, when the steering wheel motor is in operation, it can drive the steering wheel to produce corresponding vibrations. The higher the steering wheel motor's torque, the greater the steering wheel motor's vibration intensity, and thus the greater the steering wheel vibration intensity. 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, once the steering wheel vibration intensity is determined, the steering wheel motor torque corresponding to the steering wheel vibration intensity can be determined.

[0100] The motor control module 40 is configured to control the steering wheel motor to operate according to the steering wheel motor torque. When the steering wheel motor is controlled to operate according to the steering wheel motor torque, the steering wheel motor can drive the steering wheel to generate a corresponding vibration intensity. Combined with the description of the above steps, this vibration intensity should be responsive to the road feel of the current road surface.

[0101] In some embodiments, in a vehicle based on steer-by-wire, even if the steering wheel and the steering actuator are completely decoupled, the rack force detection data can be used to reflect the high-frequency road feel excitation of the road surface, thereby determining the steering wheel vibration intensity using the rack force detection data and the correspondence between the rack force and the steering wheel vibration intensity. By controlling the steering wheel motor to move with the corresponding steering wheel motor torque, the steering wheel can be controlled to generate a vibration intensity corresponding to the rack force detection data. Obviously, there is a correspondence between the steering wheel vibration intensity and the high-frequency road feel excitation of the road surface. The driver controls the steering wheel based on the steering wheel vibration intensity, and can make control actions in response to the high-frequency road feel excitation of the actual road surface, thereby ensuring driving safety.

[0102] In some embodiments, the rack force detection module 10 is used to obtain the rotation angle and angular velocity of the gear connected to the rack. The damping coefficient and moment of inertia of the gear are obtained; the motor torque of the vehicle is obtained; the rotation angle, angular velocity, damping coefficient and moment of inertia of the gear and the motor torque are input into the 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 rack force detection data. The damping coefficient and moment of inertia of the gear are known parameters, which are 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 vehicle's motor is a drive motor, and the vehicle's motor drives the rack to drive the tire to rotate. 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. The gear dynamics model can adopt the dynamic model in the existing technology. The damping coefficient, moment of inertia, and load torque produce a first change in the gear's rotational angle and angular velocity; the load torque produces a second change in the gear's rotational angle and angular velocity, and the second change has an inverse relationship with the first change; the gear dynamics model is used to record this inverse relationship. In actual applications, the gear is subjected to motor torque, causing it to move. This movement is affected by the gear's moment of inertia, damping coefficient, and load torque, resulting in different gear displacements and velocities. For the same motor torque input, the same gear moment of inertia, and the same damping coefficient, the greater the load torque applied to the gear, the smaller the gear's angular acceleration. Since the integral of angular acceleration is angular velocity, and the integral of angular velocity is angle, the gear's motion varies under different load torques. By measuring the motor torque, gear angle, and angular velocity, we can estimate the load torque applied to the gear.

[0103] In some embodiments, in the rack force detection module 10, in some embodiments, the gear dynamics model is:

[0104] 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. The above model can be used to determine that all parameters, except the load torque of the gear, are known parameters. Substituting each known parameter 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 rack detection data. Through this application, the existing gear dynamics model is improved, thereby making the rack force detection data more accurate.

[0105] In some embodiments, the rack force detection module 10: obtains a rack force detection value, wherein the detection value's attributes include the rack vibration frequency; inputs the rack force detection value into a bandpass filter, and uses the rack force detection value contained in the output of the bandpass filter as rack force detection data; wherein the bandpass filter is configured to filter out rack force detection values ​​whose rack vibration frequency is outside a vibration frequency range, which corresponds to the rack vibration frequency range of the test vehicle under high-frequency road feel excitation. During vehicle driving, the rack vibration frequency has a range. Within some vibration frequency ranges, the steering wheel has little impact, or the driver does not need to significantly intervene in steering wheel operation in such situations, and in such situations, no improvement in steering wheel vibration intensity is necessary. Therefore, in this application, a bandpass filter is used to filter the rack force detection value, so that the obtained rack force detection value can meet the steering wheel control requirements during actual driving. In the above, a sensor provided at the gear end connected to the rack can collect the gear angle, calculate the gear angle and angular velocity, and feed them back to the vehicle steering control system for calculation by the rack force estimation algorithm to obtain an estimated rack force detection value.

[0106] In some embodiments, the device further includes a calibration module, which obtains test data from a benchmark test vehicle when driving on a road surface including high-frequency road feel through a calibration test. The test data includes a rack force test value and a steering wheel vibration intensity test value. The steering wheel and rack in the benchmark test vehicle are mechanically connected. The correspondence between the rack force test value and the steering wheel vibration intensity test value is used as the correspondence between the rack force and the steering wheel vibration intensity. That is, in this application, a calibration test is performed using a benchmark test vehicle to obtain the correspondence between the rack force and the steering wheel vibration intensity under actual high-frequency road feel conditions. The benchmark test vehicle is a traditional vehicle, that is, the steering wheel and rack are mechanically connected. Therefore, the relationship between the steering wheel vibration intensity and the rack force obtained in this application is consistent with the relationship between the steering wheel vibration and the rack force under a 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, thereby improving the driving experience.

[0107] Some embodiments of the present application provide a computer-readable storage medium having program instructions stored therein. After a computer calls the program instructions, the computer executes the high-frequency road sense generation method of any one of the above embodiments.

[0108] Some embodiments of the present application provide an electronic device, as shown in Figure 3 . The electronic device includes at least one processor 31 and at least one memory 32. The at least one memory 32 stores program information. The at least one processor 31 reads the program information and executes the high-frequency road feel generation method according to any of the above method embodiments. The device may also include an input device 33 and an output device 34. The processor 31, memory 32, input device 33, and output device 34 are communicatively connected. 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. By running the non-volatile software programs, instructions, and modules stored in memory 32, the processor 31 executes various functional applications and processes data, thereby implementing the high-frequency road feel generation method according to any of the above embodiments. Memory 32 may include a program storage area and a data storage area. The program storage area may store an operating system and at least one application required for a function; the data storage area may store data generated by the high-frequency road feel generation method. 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 located relative to the processor 31, and these remote memories may be connected to the device that executes the high-frequency road sense generation method via a network. Examples of the above-mentioned network include but are not limited to the Internet, corporate intranet, local area network, 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 one or more modules are stored in the memory 32 and are executed by one or more processors 31, the high-frequency road sense generation method in any of the above-mentioned method embodiments is executed.

[0109] An embodiment of the present application further provides a vehicle, which is equipped with the high-frequency road feel generating device or computer-readable storage medium or electronic device in the above embodiments.

[0110] In some embodiments, the vehicle shown in FIG4 is further configured with:

[0111] Gear sensor 41, mounted on a gear connected to the rack, detects the gear's rotational angle and angular velocity. The gear sensor transmits the detection results to a high-frequency road feel generator, a computer-readable storage medium, or an electronic device. Steering wheel motor 42, with its drive output aligned with the steering wheel's target position and its control terminal connected to the high-frequency road feel generator, a computer-readable storage medium, or an electronic device. The target position can be a preset position, and the specific position is not limited in this embodiment of the present application.

[0112] As needed, the above technical solutions can be combined to achieve the best technical effect.

[0113] The above are only the principles and preferred embodiments of the present application. It should be noted that, for those skilled in the art, on the basis of the principles of the present application, several other modifications can be made, which should also be considered as the scope of protection of the present application.

Claims

1. A high-frequency road sense generation method, characterized in that: include: Acquire rack force detection data during vehicle driving; Querying the corresponding relationship between the rack force and the steering wheel vibration intensity, and determining the steering wheel vibration intensity corresponding to the rack force detection data; determining a steering wheel motor torque corresponding to the steering wheel vibration intensity; The steering wheel motor is controlled to move with the steering wheel motor torque.

2. The high-frequency road sense generation method according to claim 1, characterized in that: The rack force detection data obtained 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; Get the 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 rack force detection data.

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 step of acquiring rack force detection data during vehicle driving includes: Acquire a rack force detection value, wherein the attributes of the detection value include a rack vibration frequency; The rack force detection value is input into a bandpass filter, and the rack force detection value contained in the output result of the bandpass filter is used as the rack force detection data; wherein the bandpass filter is used to filter out the rack force detection value 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 the calibration test. The test data include the rack force test value and the steering wheel vibration strength 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: A rack force detection module is configured to obtain rack force detection data during vehicle driving; a vibration intensity determination module, configured to query the corresponding relationship between the rack force and the steering wheel vibration intensity, and determine the steering wheel vibration intensity corresponding to the rack force detection data; A power determination module is configured to obtain rack force detection data during vehicle driving; The motor control module is configured to control the steering wheel motor to move with the steering wheel motor 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 offset against a target 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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