A method, apparatus, vehicle, and storage medium for simulating load torque.

Abstract

This application provides a method, apparatus, vehicle, and storage medium for simulating load torque. The method includes: acquiring the base torque of a hand-feel simulation motor currently calculated for the vehicle; calculating a target compensation torque when the vehicle is determined to be on a low-friction surface; and summing the target compensation torque with the base torque to obtain the load torque, so that the hand-feel simulation motor outputs resistance to the steering wheel based on the load torque to simulate driving feel. This method can compensate the base torque by calculating the target compensation torque when the vehicle is on a low-friction surface, reducing the impact of the low-friction surface on the base torque, thereby improving driving comfort and safety.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicles, and more particularly, to a method and device for simulating load torque, a vehicle and a storage medium. BACKGROUND

[0002] In the era of automobile intelligence, digitization and automation, the development of the chassis-by-wire technology has made great progress, bringing more functional expansion and performance improvement to vehicles.

[0003] Compared with the traditional steering system, the steer-by-wire system cancels the mechanical connection between the steering actuator and the column, and connects the steering wheel and the steering actuator through a controller area network (CAN) bus. An output resistance feel simulation unit is added on the steering wheel side. The rack movement is calculated by the electronic control unit on the steering wheel side, and the movement is sent to the steering actuator through the CAN communication network. The steering actuator controls the rack movement to realize the steering control of the vehicle. During the process of the driver controlling the steering wheel, the steering actuator transmits the estimated rack force to the feel simulation unit through the CAN communication network. The feel simulation unit calculates the load torque based on the rack force, and outputs resistance to the steering wheel based on the load torque to simulate the driver's feel.

[0004] However, the load torque calculated based only on the rack force is not accurate enough. When the feel simulation unit outputs incorrect resistance to the steering wheel, it may affect the user's driving experience and may affect driving safety at high speed. SUMMARY

[0005] The present application provides a method and device for simulating load torque, a vehicle and a storage medium. The method can calculate a target compensation torque to compensate for the base torque when the vehicle is on a low adhesion road, reduce the influence of the low adhesion road on the base torque, improve driving comfort and safety.

[0006] In a first aspect, a method for simulating load torque is provided. The method includes: obtaining a base torque of a feel simulation motor currently calculated by a vehicle; calculating a target compensation torque when it is determined that the vehicle is on a low adhesion road; summing the target compensation torque and the base torque to obtain a load torque, so that the feel simulation motor outputs resistance to the steering wheel based on the load torque to simulate the driving feel.

[0007] In the technical solution, when it is determined that the vehicle is on the low adhesion road surface, the base torque of the hand feeling motor calculated by the vehicle is not accurate enough, which may affect the hand feeling of the driver and even the driving safety. At this time, the target compensation torque is calculated to compensate the base torque, so as to reduce the influence of the low adhesion road surface on the base torque, avoid the problem that the linear steering control system reduces the resistance output by the steering wheel due to the reduction of the base torque on the low adhesion road surface, and the driver still controls the steering wheel based on the previous hand force, so that the vehicle is over-steered, and the driving comfort and safety are improved.

[0008] In combination with the first aspect, in some possible implementation manners, before the target compensation torque is calculated, the method further includes: obtaining a vehicle speed, a steering wheel angle, a steering wheel speed and a driver hand force; determining a hand force threshold based on the vehicle speed, the steering wheel angle and the steering wheel speed; and determining that the vehicle is on the low adhesion road surface when it is determined that the driver hand force is less than the hand force threshold.

[0009] In the technical solution, whether the vehicle is on the low adhesion road surface is determined based on the obtained driver hand force and the hand force threshold determined based on the vehicle speed, the steering wheel angle and the steering wheel speed. Since the low adhesion road surface usually causes the driver hand force to decrease, the vehicle can be accurately determined to be on the low adhesion road surface based on the driver hand force, so as to facilitate the subsequent compensation of the base torque by the target compensation torque.

[0010] In combination with the first aspect and the implementation manners, in some possible implementation manners, the target compensation torque is calculated by: obtaining a current yaw rate of the vehicle; and calculating the target compensation torque based on the current yaw rate, the vehicle speed, the steering wheel angle and the steering wheel speed.

[0011] In combination with the first aspect and the implementation manners, in some possible implementation manners, the target compensation torque is calculated based on the current yaw rate, the vehicle speed, the steering wheel angle and the steering wheel speed by: calculating a target yaw rate of the vehicle based on the vehicle speed, the steering wheel angle and the steering wheel speed; determining a target compensation coefficient based on the current yaw rate and the target yaw rate; and multiplying the base torque by the target compensation coefficient to obtain the target compensation torque.

[0012] In the technical solution, since the base torque is calculated based on the rack force, and the rack force and the yaw rate decrease with the decrease of the road surface friction, the influence coefficient of the decrease of the road surface friction on the yaw rate is the same as the influence coefficient of the decrease of the road surface friction on the base torque. Therefore, when it is determined that the vehicle is on the low adhesion road surface, the compensation coefficient of the base torque can be quickly and accurately determined based on the calculated target yaw rate and the obtained current yaw rate, and then the target compensation torque can be quickly and accurately determined to compensate the base torque.

[0013] In a possible implementation of the first aspect and the foregoing implementation, based on the current yaw rate and the target yaw rate, the target compensation coefficient is determined by: subtracting the target yaw rate from the current yaw rate to obtain a yaw rate difference value; and taking the ratio of the yaw rate difference value to the target yaw rate as the target compensation coefficient.

[0014] In a possible implementation of the first aspect and the foregoing implementation, the basic torque is calculated by: obtaining the vehicle speed, the rack force, the steering wheel rotation angle, the driver's hand force, and the steering wheel rotation speed; and calculating the basic torque based on the vehicle speed, the rack force, the steering wheel rotation angle, the driver's hand force, and the steering wheel rotation speed.

[0015] In a possible implementation of the first aspect and the foregoing implementation, the method is applied to a steer-by-wire system, and the steer-by-wire system includes a compensation switch module and a compensation calculation module. After it is determined that the vehicle is on the low adhesion road, the method further includes: controlling the compensation switch module to send a compensation enabling signal to the compensation calculation module; and in a case where it is determined that the vehicle is on the low adhesion road, calculating the target compensation torque, including: controlling the compensation calculation module to calculate the target compensation torque in a case where the compensation enabling signal is received.

[0016] In summary, when the vehicle is on the low adhesion road, the application considers that the decrease of the friction of the low adhesion road will cause the basic torque of the hand feeling simulation motor calculated to decrease, thereby causing the resistance output by the hand feeling simulation motor to decrease and affecting the hand feeling of the driver. In a case where it is determined that the vehicle is on the low adhesion road, a compensation torque is calculated to compensate for the basic torque, the influence of the low adhesion road on the basic torque is reduced, the driving comfort is improved, and the safety of driving is improved. Moreover, the driver's hand force can be used to accurately determine that the vehicle is on the low adhesion road, the target compensation coefficient of the basic torque can be quickly and accurately determined based on the target yaw rate and the current yaw rate obtained, and the target compensation torque for compensating for the basic torque can be quickly and accurately determined.

[0017] In a possible implementation of the first aspect and the foregoing implementation, the basic torque is calculated by: obtaining the vehicle speed, the rack force, the steering wheel rotation angle, the driver's hand force, and the steering wheel rotation speed; and calculating the basic torque based on the vehicle speed, the rack force, the steering wheel rotation angle, the driver's hand force, and the steering wheel rotation speed.

[0018] With reference to the second aspect, in some possible implementation manners, the apparatus further includes a determination module, configured to: before the target compensation torque is calculated, acquire a vehicle speed, a steering wheel angle, a steering wheel speed and a driver hand force of the vehicle; determine a hand force threshold based on the vehicle speed, the steering wheel angle and the steering wheel speed; and determine that the vehicle is on a low adhesion road surface in a case where it is determined that the driver hand force is less than the hand force threshold.

[0019] With reference to the second aspect and the above implementation manners, in some possible implementation manners, the calculation module is specifically configured to: acquire a current yaw rate of the vehicle; and calculate the target compensation torque based on the current yaw rate, the vehicle speed, the steering wheel angle and the steering wheel speed.

[0020] With reference to the second aspect and the above implementation manners, in some possible implementation manners, the calculation module is specifically configured to: calculate a target yaw rate of the vehicle based on the vehicle speed, the steering wheel angle and the steering wheel speed; determine a target compensation coefficient based on the current yaw rate and the target yaw rate; and obtain the target compensation torque by multiplying the basic torque by the target compensation coefficient.

[0021] With reference to the second aspect and the above implementation manners, in some possible implementation manners, the calculation module is specifically configured to: obtain a yaw rate difference value by subtracting the target yaw rate from the current yaw rate; and take a ratio of the yaw rate difference value to the target yaw rate as the target compensation coefficient.

[0022] With reference to the second aspect and the above implementation manners, in some possible implementation manners, the acquisition module is further configured to: acquire the vehicle speed, a rack force, the steering wheel angle, the driver hand force and the steering wheel speed of the vehicle; and the calculation module is further configured to: calculate the basic torque based on the vehicle speed, the rack force, the steering wheel angle, the driver hand force and the steering wheel speed.

[0023] With reference to the second aspect and the above implementation manners, in some possible implementation manners, the apparatus is configured in a steer-by-wire system, and the steer-by-wire system includes a compensation switch module and a compensation calculation module, and the apparatus further includes a control module configured to: control the compensation switch module to send a compensation enabling signal to the compensation calculation module; and control the compensation calculation module to calculate the target compensation torque in a case where the compensation enabling signal is received.

[0024] The third aspect provides a vehicle including a memory and a processor. The memory is configured to store executable program code, and the processor is configured to call and run the executable program code from the memory, so that the vehicle executes the method in the first aspect or any possible implementation manner of the first aspect.

[0025] In a fourth aspect, a computer program product is provided, which comprises computer program codes, when the computer program codes are run on a computer, the computer is caused to execute the method in the first aspect or any possible implementation manner of the first aspect.

[0026] In a fifth aspect, a computer readable storage medium is provided, which stores computer program codes, when the computer program codes are run on a computer, the computer is caused to execute the method in the first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF DRAWINGS

[0027] Figure 1 Fig. 1 is a structural schematic diagram of a conventional steering system in the prior art.

[0028] Figure 2 Fig. 2 is a structural schematic diagram of a steer-by-wire steering system provided by an embodiment of the present application.

[0029] Figure 3 Fig. 3 is a schematic diagram of the overall architecture of a steer-by-wire steering system provided by an embodiment of the present application.

[0030] Figure 4 Fig. 4 is a schematic flow chart of a method for simulating load torque provided by an embodiment of the present application.

[0031] Figure 5 Fig. 5 is a schematic diagram of a control strategy of a steer-by-wire steering system provided by an embodiment of the present application.

[0032] Figure 6 Fig. 6 is a structural schematic diagram of an apparatus for simulating load torque provided by an embodiment of the present application.

[0033] Figure 7 Fig. 7 is a structural schematic diagram of a vehicle provided by an embodiment of the present application. DETAILED DESCRIPTION

[0034] The technical solutions in the present application will be described clearly and exhaustively in combination with the drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " represents the meaning of or, for example, A / B can represent A or B: "and / or" in the text is only a description of the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which can represent the three cases of A alone, A and B together, and B alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0035] Hereinafter, the terms "first", "second", etc. are used only for the purpose of description and should not be construed as suggesting or implying relative importance or implying a specific number of the technical features indicated. Thus, the features defined with "first", "second", etc. can explicitly or implicitly include one or more of the features.

[0036] Figure 1 is a structural schematic diagram of a conventional steering system in the prior art.

[0037] As shown in Figure 1 , the conventional steering system 100 includes a steering wheel 101, a column 102, a torsion bar 103, an intermediate shaft 104, a steering gear 105, and a wheel 106. The column 102 is mechanically connected to the intermediate shaft 104 and the steering gear 105, and a boost motor 1051 in the steering gear 105 is connected to the steering shaft of the wheel 106 through a series of mechanical components.

[0038] The driver hand force control logic of the conventional steering system is that the driver controls the steering gear 105 by turning the steering wheel 101, and then transmits the steering input to the wheel through a series of mechanical components (such as the intermediate shaft and the torsion bar). At the same time, the boost motor 1051 provides additional power to assist the driver in steering according to the vehicle speed, steering wheel angle, driver hand force, steering wheel speed, so as to reduce the driver hand force input and realize driver hand force control.

[0039] Figure 2 is a structural schematic diagram of a steer-by-wire steering system provided by an embodiment of the present application.

[0040] As shown in Figure 2 , the steer-by-wire steering system 200, in addition to including the steering wheel 101, the column 102, the torsion bar 103, and the wheel 106 in the conventional steering system 100, further includes a hand feel simulator 201, a steering actuator 202, and a CAN communication line 203. Compared with the conventional steering system 100, the steer-by-wire steering system 200 cancels the mechanical connection between the steering gear and the column, adds the hand feel simulator 201, and connects the hand feel simulator 201 and the steering actuator 202 through the CAN communication line 203.

[0041] The driver hand force control logic of the steer-by-wire steering system is that the hand feel simulator 201 calculates a target rack position according to the steering wheel angle, sends the target rack position to the steering actuator 202 through the CAN communication line 203, and the steering execution motor 2021 in the steering actuator 202 controls the rack to be at the target rack position. At the same time, the hand feel simulator 201 controls the hand feel simulation motor 2011 to output resistance according to the vehicle speed, steering wheel angle, driver hand force, steering wheel speed, and rack force size, simulates the driving hand feel, and realizes the driver hand force control.

[0042] Figure 3 is a schematic diagram of an overall architecture of a steer-by-wire system provided by an embodiment of the present application.

[0043] As shown in Figure 3 , the electronic control unit 30 sends vehicle state information to the steering feel simulation unit 201 (i.e., the steering feel simulator 201 described above), the steering actuator 202 sends rack force information to the steering feel simulation unit 201, and the steering feel simulation unit 201 receives the rack force information sent by the steering actuator 202 and the vehicle state information sent by the electronic control unit 30. The rack force information includes the size of the rack force, and the vehicle state information includes the vehicle speed, the steering wheel angle, the driver's hand force, and the steering wheel speed. The steering feel simulation unit 201 calculates the load torque based on the received rack force information and vehicle state information, and outputs the resistance to the steering wheel based on the load torque.

[0044] Figure 4 is a schematic flowchart of a method for simulating a load torque provided by an embodiment of the present application. The method is applied to the steer-by-wire system shown in Figure 2 .

[0045] As shown in Figure 4 , the method 400 includes:

[0046] Step 401: Obtain the current calculated base torque of the steering feel simulation motor of the vehicle;

[0047] Step 402: In a case where it is determined that the vehicle is on a low adhesion road, calculate a target compensation torque;

[0048] Step 403: Sum the target compensation torque and the base torque to obtain a load torque, so that the steering feel simulation motor outputs resistance to the steering wheel to simulate the driving feel based on the load torque.

[0049] In the embodiment shown in Figure 4 , in a case where it is determined that the vehicle is on a low adhesion road, the current calculated base torque of the steering feel motor of the vehicle is not accurate enough, which can easily affect the steering feel of the driver and even can affect the driving safety. At this time, the target compensation torque is calculated to compensate for the base torque, reduce the influence of the low adhesion road on the base torque, and avoid the problem that the linear steering control system reduces the resistance output to the steering wheel due to the reduction of the base torque on the low adhesion road, so that the driver still controls the steering wheel based on the previous hand force, resulting in the problem of over-steering of the vehicle. This can improve the driving comfort and improve the safety of driving.

[0050] The steps of the embodiment shown in Figure 4 will be described in detail as follows:

[0051] In step 401, the vehicle calculates the base torque of the steering feel motor based on Figure 2The shown steer-by-wire system 200 controls the steering of the vehicle, and the feel simulator 201 in the shown steer-by-wire system 200 includes a feel simulator motor 2011. The feel simulator motor is specifically configured to output resistance to the steering wheel, so as to keep the driving feel of the driver consistent with the feel of the traditional steering system. Figure 2 The feel simulator motor 2011 in the shown feel simulator 201. The feel simulator motor is specifically configured to output resistance to the steering wheel, so as to keep the driving feel of the driver consistent with the feel of the traditional steering system.

[0052] It can be understood that, in the traditional steering system 100, the steering wheel 101 and the steering gear 105 are mechanically connected, and the steering wheel can feed back the road information through the mechanical connection, so as to make the driver have the driving feel. The steer-by-wire system can be divided into two parts, and the lateral movement of the vehicle is realized by the transmission of electrical signals between the two parts. The steering wheel 101 cannot directly feed back the road feel information, and therefore the feel simulator motor 2011 in the feel simulator 201 needs to output resistance to the steering wheel 101 to simulate the road feel information, so as to keep the driving feel of the driver.

[0053] The basic torque is the torque calculated based on the current acquired state information and the rack force information. Under normal road conditions, the feel simulator motor outputs a certain resistance to the steering wheel based on the calculated basic torque.

[0054] In a possible implementation, the basic torque is calculated by the following method: acquiring the vehicle speed, the rack force, the steering wheel angle, the driver's hand force, and the steering wheel speed; and calculating the basic torque based on the vehicle speed, the rack force, the steering wheel angle, the driver's hand force, and the steering wheel speed.

[0055] The current state information of the vehicle includes various information such as the current vehicle speed, the steering wheel angle, the driver's hand force, and the steering wheel speed. The rack force information specifically includes the current rack force of the rack.

[0056] The vehicle speed can be the current vehicle speed displayed in the instrument panel, the rack force can be the rack force calculated by the steering actuator based on the current of the steering actuator motor, the steering wheel angle can be measured based on the steering wheel angle sensor installed on the steering wheel column, the driver's hand force can be measured based on the torque sensor installed in the steering wheel column, and the steering wheel speed can be calculated based on the steering wheel angle. Specifically, the angle of the steering wheel rotation per unit time can be calculated to obtain the steering wheel speed.

[0057] The vehicle stores a preset two-dimensional mapping table of the steering wheel angle and the vehicle speed-torque, which is denoted as a first mapping table. In the first mapping table, when the steering wheel angle is fixed, the greater the vehicle speed, the greater the corresponding torque; and when the vehicle speed is fixed, the greater the steering wheel angle, the greater the corresponding torque. After the current state information of the vehicle is acquired, a secondary torque can be obtained by searching the preset first mapping table based on the steering wheel angle and the vehicle speed.

[0058] Table 1

[0059]

[0060] The first mapping table is shown in Table 1. Based on the determined vehicle speed and the determined steering wheel angle, an auxiliary torque can be determined in the first mapping table. Specifically, the vehicle speed 60 (km / h) and the steering wheel angle 30 (degrees) correspond to the auxiliary torque 20 (Nm), the vehicle speed 60 (km / h) and the steering wheel angle 120 (degrees) correspond to the auxiliary torque 80 (Nm), the vehicle speed 100 (km / h) and the steering wheel angle 30 (degrees) correspond to the auxiliary torque 50 (Nm), the vehicle speed 100 (km / h) and the steering wheel angle 120 (degrees) correspond to the auxiliary torque 170 (Nm), and so on.

[0061] The vehicle also stores a preset two-dimensional mapping table of vehicle speed and driver hand force coefficient, denoted as a second mapping table. In the second mapping table, when the vehicle speed is fixed, the greater the driver's hand force, the greater the corresponding coefficient; when the driver's hand force is fixed, the greater the vehicle speed, the greater the corresponding coefficient. After obtaining the current state information of the vehicle, the first coefficient can be obtained by looking up the preset second mapping table based on the vehicle speed and the driver.

[0062] Table 2

[0063]

[0064] The second mapping table is shown in Table 2. Based on the determined vehicle speed and the determined driver hand force, a coefficient, i.e., the first coefficient described above, can be determined in the second mapping table. Specifically, the vehicle speed 60 (km / h) and the driver hand force 5 (N) correspond to the coefficient 1.09, the vehicle speed 60 (km / h) and the driver hand force 10 (N) correspond to the coefficient 1.15, the vehicle speed 100 (km / h) and the driver hand force 5 (N) correspond to the coefficient 1.12, the vehicle speed 100 (km / h) and the driver hand force 10 (N) correspond to the coefficient 1.2, and so on.

[0065] The vehicle also stores a one-dimensional mapping table of steering wheel speed and coefficient, denoted as a third mapping table. In the third mapping table, the greater the steering wheel speed, the greater the corresponding coefficient. After obtaining the current state information of the vehicle, the second coefficient can be obtained by looking up the preset third mapping table based on the steering wheel speed.

[0066] Table 3

[0067] Steering wheel speed 15 (deg / s) ... 30 (deg / s) ... Coefficient 1.02 ... 1.06 ...

[0068] The third mapping table is shown in Table 3. Based on the determined steering wheel speed, a coefficient, i.e., the second coefficient described above, can be determined in the third mapping table. Specifically, the steering wheel speed 15 (degrees / s) corresponds to the coefficient 1.02, the steering wheel speed 30 (degrees / s) corresponds to the coefficient 1.06, and so on.

[0069] The vehicle also stores a one-dimensional mapping table of rack force-coefficients, denoted as a fourth mapping table. In the fourth mapping table, the greater the rack force, the greater the corresponding coefficient. After obtaining the current state information of the vehicle, the third coefficient can be obtained by searching the preset fourth mapping table based on the rack force.

[0070] Table 4

[0071] Rack force 50(N) ... 130(N) ... Coefficient 1.15 ... 1.3 ...

[0072] The fourth mapping table is shown in Table 4. Based on the determined rack force, a coefficient, i.e., the third coefficient, can be determined in the fourth mapping table. Specifically, the rack force of 50 (N) corresponds to the coefficient of 1.15, the rack force of 130 (N) corresponds to the coefficient of 1.3, and so on.

[0073] After obtaining the vehicle speed, the rack force, the steering wheel angle, the driver's hand force, and the steering wheel speed, searching Tables 1 to 4 to obtain the auxiliary torque, the first coefficient, the second coefficient, and the third coefficient, the first coefficient, the second coefficient, and the third coefficient can be added to obtain a sum, and the auxiliary torque is multiplied by the sum obtained in the above step to obtain the base torque.

[0074] For example, the vehicle speed is 60 (km / h), the steering wheel angle is 120 degrees, the driver's hand force is 80 (N), the steering wheel speed is 15 degrees / s, and the rack force is 50 (N). Based on the vehicle speed of 60 (km / h) and the steering wheel angle of 120 degrees, Table 1 is searched to determine that the auxiliary torque is 80 (Nm). Based on the vehicle speed of 60 (km / h) and the driver's hand force of 5 (N), Table 2 is searched to determine that the first coefficient is 1.09. Based on the steering wheel speed of 15 (degrees / s), Table 3 is searched to determine that the second coefficient is 1.02. Based on the rack force of 50 (N), Table 4 is searched to determine that the third coefficient is 1.15. The sum of the first coefficient, the second coefficient, and the third coefficient is 1.02+1.09+1.15=1.26, and the base torque=80x1.26=100.8 Nm.

[0075] In some embodiments, before obtaining the vehicle speed, the rack force, the steering wheel angle, the driver's hand force, and the steering wheel speed, it is also necessary to determine that the state of the steer-by-wire system is normal and the vehicle has no faults.

[0076] In step 402, the low adhesion road surface refers to those road surface types that provide lower friction or adhesion. The low adhesion road surface is usually caused by road surface material, road conditions, or environmental conditions (such as wet and slippery, icy). The low adhesion road surface includes wet and slippery road surface after rain or water accumulation, icy road surface, snow-covered road surface, and the like.

[0077] Low friction road surface will directly affect the handling performance of the vehicle, including braking distance, turning ability and overall stability. When the vehicle is on a low adhesion road surface, the basic torque calculated by the steer-by-wire system will be reduced compared to the torque of the vehicle on a normal road surface under the same conditions, and the driver's driving feel will change, which is easy to cause over-control of the steering wheel, and when the vehicle is driving at high speed, it is easy to cause safety accidents, so a target compensation torque needs to be calculated to compensate for the basic torque and maintain the driver's driving feel.

[0078] In a possible implementation, before the target compensation torque is calculated, the method further includes: obtaining a vehicle speed, a steering wheel angle, a steering wheel speed and a driver's hand force; determining a hand force threshold based on the vehicle speed, the steering wheel angle and the steering wheel speed; and determining that the vehicle is on a low adhesion road surface when it is determined that the driver's hand force is less than the hand force threshold.

[0079] In the process of obtaining the vehicle speed, the steering wheel angle, the steering wheel speed and the driver's hand force, the vehicle speed, the steering wheel angle, the steering wheel speed and the driver's hand force are obtained in the above embodiment, and details are not described herein.

[0080] It can be understood that the friction of the low adhesion road surface is reduced compared to the non-low adhesion road surface, and at this time, the friction of the ground is reduced when the wheels are turned, resulting in a reduction in the torque output by the steering execution motor required to push the wheels to rotate. The reduction in the torque output by the steering execution motor will result in a reduction in the working current of the steering execution motor, and the steering actuator estimates the rack force based on the working current of the steering execution motor, so the low adhesion road surface will result in a reduction in the rack force estimated by the steering actuator. The reduction in the rack force further results in a reduction in the load torque calculated based on the rack force, and the hand feel simulation motor outputs resistance to the steering wheel based on the load torque, and the reduction in the load torque correspondingly reduces the output resistance, and the reduction in the steering wheel resistance ultimately results in a reduction in the driver's hand force. Therefore, whether the vehicle is on a low adhesion road surface can be determined based on the driver's hand force.

[0081] When the driver drives the vehicle on a non-low adhesion road surface at the current vehicle speed, steering wheel angle and steering wheel speed, there is a minimum driving hand force, which can be recorded as a hand force threshold. When the driver's hand force driving the vehicle at the current vehicle speed, steering wheel angle and steering wheel speed is less than the hand force threshold, it can be determined that the vehicle is on a low adhesion road surface. The vehicle can store a first correspondence relationship between the vehicle speed, the steering wheel angle, the steering wheel speed and the non-low adhesion driver hand force threshold, and the hand force threshold can be determined based on the obtained vehicle speed, steering wheel angle and steering wheel speed and the stored first correspondence relationship, and it is determined whether the obtained driver's hand force is less than the hand force threshold, and when it is determined that the driver's hand force is less than the hand force threshold, it is determined that the vehicle is on a low adhesion road surface.

[0082] For example, the vehicle speed is 60 (km / h), the steering wheel angle is 120 degrees, the steering wheel speed is 15 (degrees / s), the driver's hand force is 80 (N), and the determined hand force threshold is 100 (N) based on the vehicle speed 60 (km / h), the steering wheel angle 120 degrees, and the steering wheel speed 15 (degrees / s). The driver's hand force 80 (N) is less than the determined hand force threshold 100 (N), so it can be determined that the vehicle is on a low adhesion road.

[0083] In the above method, whether the vehicle is on a low adhesion road is determined based on the obtained driver's hand force and the determined hand force threshold based on the vehicle speed, the steering wheel angle, and the steering wheel speed. Since a low adhesion road usually causes the driver's hand force to decrease, the vehicle can be accurately determined to be on a low adhesion road based on the driver's hand force, which facilitates subsequent calculation of the target compensation torque to compensate for the base torque.

[0084] In some embodiments, the vehicle is provided with a camera, a radar, or the like, and whether the vehicle is currently on a low adhesion road can also be determined based on images of the road captured by the camera and road-related data captured by the radar.

[0085] In some embodiments, the vehicle can obtain the adhesion coefficient or friction of the road, and the obtained adhesion coefficient can be compared with the adhesion coefficient of a non-low adhesion road. When the obtained adhesion coefficient is less than the adhesion coefficient of a non-low adhesion road, it is determined that the vehicle is on a low adhesion road. Alternatively, the obtained friction can be compared with the friction of a non-low adhesion road. When the obtained friction is less than the friction of a non-low adhesion road, it is determined that the vehicle is on a low adhesion road.

[0086] In a possible implementation, the steer-by-wire system includes a compensation switch module and a compensation calculation module. After it is determined that the vehicle is on a low adhesion road, the method further includes: controlling the compensation switch module to send a compensation enable signal to the compensation calculation module; and calculating the target compensation torque in the case where it is determined that the vehicle is on a low adhesion road, including: controlling the compensation calculation module to calculate the target compensation torque in the case where the compensation enable signal is received.

[0087] The linear steering control system can also include a compensation switch module and a compensation calculation module. The compensation switch module is configured to send a compensation enable signal to the compensation calculation module when it is determined that the vehicle currently needs to compensate for the base torque. The compensation calculation module is configured to calculate the target compensation torque in the case where the compensation enable signal is received.

[0088] When the steer-by-wire system determines that the vehicle is on a low adhesion road, i.e., it is determined that the vehicle currently needs to compensate for the base torque, the steer-by-wire system controls the compensation switch module to send a compensation enable signal to the compensation calculation module. The compensation calculation module receives the compensation enable signal, and then the compensation calculation module starts to calculate the compensation value to obtain the target compensation torque.

[0089] In a possible implementation, the target compensation torque is calculated by: obtaining a current yaw rate of the vehicle; and calculating the target compensation torque based on the current yaw rate, a vehicle speed, a steering wheel rotation angle and a steering wheel rotation speed.

[0090] The yaw angle refers to an angle of rotation of the vehicle around a Z axis perpendicular to the ground. The yaw rate is a rate of change of the yaw angle, i.e., the yaw angle per unit time. A yaw rate sensor can be arranged near the center of mass of the vehicle, and the yaw rate sensor can be used to obtain the yaw rate of the vehicle.

[0091] In some embodiments, wheel speeds of wheels on both sides of the vehicle can also be obtained, and a wheel speed difference between the wheels on both sides can be calculated. The wheel speed difference can be converted into the yaw rate by a mathematical model. For example, the mathematical model can be: yaw rate = wheel speed difference / wheel base * cos(wheel rotation angle).

[0092] The vehicle can store a second correspondence relationship between the current yaw rate, the vehicle speed, the steering wheel rotation angle, the steering wheel rotation speed and the compensation torque. The target compensation torque can be determined based on the obtained current yaw rate, vehicle speed, steering wheel rotation angle, steering wheel rotation speed and the stored second correspondence relationship.

[0093] In some embodiments, a target compensation coefficient can be calculated based on the current yaw rate, the vehicle speed, the steering wheel rotation angle and the steering wheel rotation speed, and the target compensation torque can be calculated based on the target compensation coefficient. The following embodiments will be described in detail:

[0094] In a possible implementation, the target compensation torque is calculated based on the current yaw rate, the vehicle speed, the steering wheel rotation angle and the steering wheel rotation speed, by: calculating a target yaw rate of the vehicle based on the vehicle speed, the steering wheel rotation angle and the steering wheel rotation speed; determining a target compensation coefficient based on the current yaw rate and the target yaw rate; and multiplying the target compensation coefficient by the base torque to obtain the target compensation torque.

[0095] The target yaw rate refers to a yaw rate of the vehicle when the vehicle is on a non-low adhesion road under the same vehicle speed, steering wheel rotation angle and steering wheel rotation speed. The vehicle can first determine a yaw angle of the vehicle on the non-low adhesion road based on the vehicle speed and the steering wheel rotation angle, and then calculate a steering duration based on the steering wheel rotation angle and the steering wheel rotation speed, and divide the yaw angle by the steering duration to obtain the target yaw rate.

[0096] Specifically, the vehicle stores a two-dimensional mapping table of the vehicle speed, the steering wheel angle and the yaw angle under the non-low adhesion road surface, which is referred to as a fifth mapping table. In the fifth mapping table, when the vehicle speed is fixed, the greater the steering wheel angle, the greater the corresponding yaw angle; when the steering wheel angle is fixed, the greater the vehicle speed, the smaller the corresponding yaw angle. The target yaw angle is obtained by looking up the preset fifth mapping table based on the obtained vehicle speed and the steering wheel angle.

[0097] Table 5

[0098]

[0099] The fifth mapping table is shown in Table 5. Based on the determined vehicle speed and the determined steering wheel angle, a yaw angle, i.e., the above-mentioned target yaw angle, can be determined in the fifth mapping table. Specifically, in the fifth mapping table, the yaw angle corresponding to the vehicle speed V less than or equal to 60 km / h and the steering wheel angle 30 (degrees) is 2.1 (degrees), the yaw angle corresponding to the vehicle speed V less than or equal to 60 km / h and the steering wheel angle 120 (degrees) is 8.4 (degrees), the yaw angle corresponding to the vehicle speed V greater than 60 km / h and less than or equal to 100 km / h and the steering wheel angle 30 (degrees) is 1.7 (degrees), the yaw angle corresponding to the vehicle speed V greater than 60 km / h and less than or equal to 100 km / h and the steering wheel angle 120 (degrees) is 6.8 (degrees), the yaw angle corresponding to the vehicle speed V greater than 100 km / h and the steering wheel angle 30 (degrees) is 0.9 (degrees), the yaw angle corresponding to the vehicle speed V greater than 100 km / h and the steering wheel angle 120 (degrees) is 3.6 (degrees), and so on.

[0100] For example, as in the above-mentioned embodiment, the vehicle speed of the vehicle is 60 (km / h), the steering wheel angle is 120 degrees, and the steering wheel speed is 15 degrees / s. Based on the vehicle speed 60 (km / h) and the steering wheel angle 120 degrees, Table 5 is looked up to determine that the target yaw angle of the vehicle is 8.4 (degrees). Based on the steering wheel angle 120 degrees and the steering wheel speed 15 degrees / s, the steering time is determined to be 120 / 15 = 8 s. The target yaw angle 8.4 (degrees) is divided by the steering time 8 s to obtain the target yaw angular velocity, target yaw angular velocity = 8.4 / 8 s = 1.5 degrees / s.

[0101] Since the vehicle is currently on the low adhesion road surface, the friction forces of the low adhesion road surface and the non-low adhesion road surface are different, resulting in a difference between the current yaw angular velocity obtained by the vehicle and the target yaw angular velocity of the non-low adhesion road surface determined based on the same parameters (i.e., the vehicle speed, the steering wheel angle, and the steering wheel speed when the current yaw angular velocity is obtained). Therefore, based on the current yaw angular velocity and the target yaw angular velocity, a target compensation coefficient between the low adhesion road surface and the non-low adhesion road surface can be determined, and the target compensation torque is obtained by multiplying the basic torque by the target compensation coefficient.

[0102] In the method, the basic torque is calculated based on the rack force, the rack force and the yaw rate decrease with the decrease of the road friction, the influence coefficient of the decrease of the road friction on the yaw rate is the same as the influence coefficient of the decrease of the road friction on the basic torque, and therefore, when it is determined that the vehicle is on the low adhesion road, the compensation coefficient of the basic torque can be quickly and accurately determined based on the calculated target yaw rate and the obtained current yaw rate, and the target compensation torque for compensating the basic torque can be quickly and accurately determined.

[0103] In some embodiments, the target coefficient can be calculated based on the difference between the current yaw rate and the target yaw rate, and the following embodiments will be described in detail:

[0104] In a possible implementation, the target compensation coefficient is determined based on the current yaw rate and the target yaw rate, including: subtracting the current yaw rate from the target yaw rate to obtain a yaw rate difference; and taking the ratio of the yaw rate difference to the current yaw rate as the target compensation coefficient.

[0105] Since the yaw rate of the vehicle on the low adhesion road is smaller than the yaw rate of the vehicle on the non-low adhesion road under the same vehicle speed, steering wheel angle and steering wheel speed, the yaw rate difference between the current yaw rate and the target yaw rate can be obtained by subtracting the current yaw rate from the target yaw rate. The ratio of the yaw rate difference to the current yaw rate is taken as the target compensation coefficient.

[0106] It can be understood that the rack force and the yaw rate of the vehicle decrease with the decrease of the road friction, the decrease proportion of the rack force on the low adhesion road and the non-low adhesion road can be calculated based on the road friction, and the decrease proportion of the yaw rate on the low adhesion road and the non-low adhesion road can also be calculated based on the road friction. Therefore, the decrease proportion of the rack force can be determined based on the decrease proportion of the yaw rate. The basic torque is calculated based on the rack force, and the calculated decrease proportion is the decrease proportion of the basic torque. Therefore, the target compensation coefficient of the basic torque can be calculated based on the compensation coefficient of the yaw rate.

[0107] The compensation coefficient of the yaw rate is the ratio of the yaw rate difference a between the target yaw rate and the current yaw rate to the current yaw rate b, that is, a / b.

[0108] For example, the acquired current yaw rate is 1.0 degree / s, and the calculated target yaw rate is 1.5 degree / s. The target yaw rate 1.5 degree / s is subtracted from the current yaw rate 1.0 degree / s to obtain a yaw rate difference of 0.5 degree / s. The ratio of the yaw rate difference 0.5 degree / s to the current yaw rate 1.0 degree / s is 50%, i.e., the target compensation coefficient is determined to be 50%. The base torque is 100.8 Nm, and the target compensation torque can be obtained as 50% x 100.8 Nm = 50.4 Nm.

[0109] In some embodiments, when it is determined that the vehicle is on a low-μ road based on the acquired road friction, the target compensation coefficient can be determined based on the acquired first friction and a pre-stored second friction of a non-low-μ road. Specifically, the ratio of the difference between the second friction and the first friction to the first friction can be determined as the target compensation coefficient.

[0110] In step 403, the base torque is added to the target compensation torque to obtain a load torque of the resistance that the hand feeling simulation motor finally needs to output, and the hand feeling motor outputs resistance to simulate the driving hand feeling of the steering wheel based on the load torque.

[0111] For example, the base torque is 100.8 Nm, the target compensation torque is 50.4 Nm, the load torque = the base torque 100.8 Nm + the target compensation torque 50.4 Nm, and the load torque is equal to 151.2 Nm. The hand feeling simulation motor outputs resistance to simulate the driving hand feeling of the steering wheel based on the load torque 151.2 Nm.

[0112] Figure 5 is a schematic diagram of a control strategy of a steer-by-wire system provided by an embodiment of the present application.

[0113] For example, as shown in Figure 5 The electronic control unit 30 specifically includes a first unit 301 and a second unit 302, and the hand feeling simulation unit 201 includes a hand force simulation calculation module 2012, a compensation switch module 2013, and a hand force compensation calculation module 2014.

[0114] The first unit 301 sends the vehicle speed, the vehicle speed validity signal, the yaw rate, and the yaw rate validity signal of the vehicle to the hand feeling simulation unit 201, and the second unit 302 sends the driver hand force, the steering wheel rotation angle, and the steering wheel rotation speed to the hand feeling simulation unit 201. The steering actuator 202 sends the rack force to the hand feeling simulation unit 201.

[0115] The hand feeling simulation unit 201 receives the vehicle speed, the vehicle speed validity signal, the yaw rate, the yaw rate validity signal, the driver hand force, the steering wheel rotation angle, the steering wheel rotation speed and the rack force, and first determines that the vehicle speed and the yaw rate are valid based on the vehicle speed validity signal and the yaw rate validity signal. Then the hand feeling simulation unit 201 instructs the hand force simulation calculation module 2012 to calculate the basic torque based on the vehicle speed, the rack force, the steering wheel rotation angle, the driver hand force and the steering wheel rotation speed. The hand feeling simulation unit 201 determines that the vehicle is on the low adhesion road in the case that the received driver hand force is less than the hand force threshold value based on the vehicle speed, the steering wheel rotation angle and the steering wheel rotation speed. After determining that the vehicle is on the low adhesion road, the hand feeling simulation unit 201 instructs the compensation switch module 2013 to send a compensation enable signal to the compensation calculation module 2014. The compensation calculation module receives the compensation enable signal, and then starts to calculate the compensation value to obtain the target compensation torque. The hand feeling simulation unit 201 adds the basic torque calculated by the hand force simulation calculation module 2012 and the target compensation torque calculated by the compensation calculation module 2014 to obtain the load torque, and the hand feeling simulation motor 2011 outputs resistance to the steering wheel based on the load motor.

[0116] In summary, when the vehicle is on the low adhesion road, the application considers that the friction force of the low adhesion road decreases, which causes the calculated basic torque of the hand feeling simulation motor to decrease, thereby causing the resistance output by the hand feeling simulation motor to decrease, which affects the hand feeling of the driver. In the case that the vehicle is on the low adhesion road, the compensation torque is calculated to compensate for the basic torque, the influence of the low adhesion road on the basic torque is reduced, the driving comfort is improved, and the driving safety is improved. Moreover, the vehicle on the low adhesion road can be accurately determined based on the driver hand force, the compensation coefficient of the basic torque can be quickly and accurately determined based on the target yaw rate and the current yaw rate obtained, and then the target compensation torque is quickly and accurately determined to compensate for the basic torque.

[0117] Figure 6 FIG. 1 is a structural schematic diagram of a device for simulating a load torque provided by an embodiment of the application.

[0118] For example, as shown in FIG. 6, the device 600 includes: Figure 6 The obtaining module 601 is configured to obtain the basic torque of the hand feeling simulation motor currently calculated by the vehicle;

[0119] The calculation module 602 is configured to calculate the target compensation torque in the case that the vehicle is on the low adhesion road;

[0120] The output module 603 is configured to sum the target compensation torque and the basic torque to obtain the load torque, so that the hand feeling simulation motor outputs resistance to the steering wheel to simulate the driving hand feeling based on the load torque.

[0121] ​

[0122] In one possible implementation, the device further includes a determination module for acquiring the vehicle speed, steering wheel angle, steering wheel speed, and driver's hand force before calculating the target compensation torque; determining a hand force threshold based on the vehicle speed, steering wheel angle, and steering wheel speed; and determining that the vehicle is on a low-friction surface if the driver's hand force is less than the hand force threshold.

[0123] In one possible implementation, the calculation module 602 is specifically used to obtain the current yaw rate of the vehicle; and to calculate the target compensation torque based on the current yaw rate, vehicle speed, steering wheel angle and steering wheel speed.

[0124] In one possible implementation, the calculation module 602 is specifically used to calculate the target yaw rate of the vehicle based on the vehicle speed, steering wheel angle, and steering wheel speed; determine the target compensation coefficient based on the current yaw rate and the target yaw rate; and multiply the base torque by the target compensation coefficient to obtain the target compensation torque.

[0125] In one possible implementation, the calculation module 602 is specifically used to subtract the target yaw rate from the current yaw rate to obtain the yaw rate difference; and to use the ratio of the yaw rate difference to the target yaw rate as the target compensation coefficient.

[0126] In one possible implementation, the acquisition module 601 is further used to acquire the vehicle speed, rack force, steering wheel angle, driver's hand force, and steering wheel speed; the calculation module 602 is further used to calculate the basic torque based on the vehicle speed, rack force, steering wheel angle, driver's hand force, and steering wheel speed.

[0127] In one possible implementation, the device is configured in a steer-by-wire system, which includes a compensation switch module and a compensation calculation module. The device also includes a control module for controlling the compensation switch module to send a compensation enable signal to the compensation calculation module and controlling the compensation calculation module to calculate the target compensation torque upon receiving the compensation enable signal.

[0128] Figure 7 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0129] For example, such as Figure 7 As shown, the vehicle 700 includes a memory 701 and a processor 702, wherein the memory 701 stores executable program code 7011, and the processor 702 is used to call and execute the executable program code 7011 to perform a method for simulating load torque.

[0130] In addition, the embodiment of the present application also protects a device, which can include a memory and a processor, wherein the memory stores executable program code, and the processor is configured to invoke and execute the executable program code to perform the method for simulating load torque provided by the embodiment of the present application.

[0131] The embodiment can divide the device into functional modules according to the method examples described above. For example, each functional module can be provided, or two or more functions can be integrated into one processing module. The integrated module can be implemented in the form of hardware. It should be noted that the division of the modules in the embodiment is illustrative, and is only a logical functional division. In actual implementation, another division mode can be used.

[0132] In the case of dividing each functional module according to each function, the device can further include an acquisition module, a calculation module, an output module, and the like. It should be noted that all related contents of each step involved in the method embodiment can be referred to the function description of the corresponding functional module, which will not be described here.

[0133] It should be understood that the device provided by the embodiment is used to perform the method for simulating load torque described above, and thus the same effect as the implementation method described above can be achieved.

[0134] In the case of using an integrated unit, the device can include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the actions of the vehicle. The storage module can be used to support the vehicle to execute related program codes and the like.

[0135] The processing module can be a processor or a controller, which can implement or execute various exemplary logical blocks, modules and circuits shown in combination with the disclosure of the present application. The processor can also be a combination of computing functions, such as one or more microprocessor combinations, a combination of digital signal processing (DSP) and microprocessor, and the like. The storage module can be a memory.

[0136] In addition, the device provided by the embodiment of the present application can be a chip, an assembly or a module. The chip can include a connected processor and a memory. The memory is used to store instructions, and when the processor invokes and executes the instructions, the chip can perform the method for simulating load torque provided by the above embodiment.

[0137] The embodiment also provides a computer readable storage medium, which stores computer program code. When the computer program code runs on the computer, the computer program code makes the computer perform the related method steps to implement the method for simulating load torque provided by the above embodiment.

[0138] The embodiment further provides a computer program product, which, when running on a computer, causes the computer to execute the above related steps to realize the method for simulating load torque provided by the above embodiment.

[0139] Wherein, the apparatus, computer readable storage medium, computer program product or chip provided by the embodiment are all used for executing the corresponding method provided above, thus the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, which will not be repeated here.

[0140] Through the above description of the embodiments, those skilled in the art can understand that, for the convenience and brevity, only the above division of the functional modules is taken as an example, and in actual application, the above functions can be completed by different functional modules according to needs, that is, the internal structure of the apparatus is divided into different functional modules to complete all or part of the functions described above.

[0141] In the embodiments provided in the present application, it should be understood that the disclosed apparatus and method can be implemented by other manners. For example, the apparatus embodiment described above is only illustrative, for example, the division of the modules or units is only a logical function division, and in actual implementation, another division manner can be used, for example, a plurality of units or components can be combined or integrated into another apparatus, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units or components shown or discussed can be indirect coupling or communication connection through some interfaces, and can be electrical, mechanical or other forms.

[0142] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto, any person skilled in the art can easily think of changes or replacements within the technical range disclosed in the present application, which should be covered in the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A method of simulating load torque, characterized by, The method comprises: obtaining the vehicle speed, rack force, steering wheel angle, driver hand force and steering wheel speed; based on the obtained vehicle speed, rack force, steering wheel angle, driver hand force and steering wheel speed, obtaining an auxiliary torque, a first coefficient, a second coefficient and a third coefficient, adding the first coefficient, the second coefficient and the third coefficient to obtain a sum, multiplying the auxiliary torque by the sum to obtain a basic torque; in the case of determining that the vehicle is on a low adhesion road surface, calculating a target compensation torque; summing the target compensation torque and the basic torque to obtain a load torque, so that the hand feeling simulation motor outputs resistance simulation driving hand feeling based on the load torque; wherein the target compensation torque is calculated by: obtaining the first friction when the vehicle is on a low adhesion road surface and the second friction on a non-low adhesion road surface, determining the ratio of the difference between the second friction and the first friction to the first friction as a target compensation coefficient, and multiplying the basic torque by the target compensation coefficient to obtain the target compensation torque.

2. The method of claim 1, wherein, Before calculating the target compensation torque, the method further comprises: obtaining the vehicle speed, steering wheel angle, steering wheel speed and driver hand force; determining a hand force threshold based on the vehicle speed, steering wheel angle and steering wheel speed; in the case of determining that the driver hand force is less than the hand force threshold, determining that the vehicle is on a low adhesion road surface.

3. The method of claim 2, wherein, The target compensation torque is calculated by: obtaining the current yaw rate of the vehicle; based on the current yaw rate, vehicle speed, steering wheel angle and steering wheel speed, calculating the target compensation torque.

4. The method of claim 3, wherein, The target compensation torque is calculated based on the current yaw rate, vehicle speed, steering wheel angle, steering wheel speed, comprising: calculating the target yaw rate of the vehicle based on the vehicle speed, steering wheel angle and steering wheel speed; determining a target compensation coefficient based on the current yaw rate and the target yaw rate; multiplying the basic torque by the target compensation coefficient to obtain the target compensation torque.

5. The method of claim 4, wherein, The target compensation coefficient is determined based on the current yaw rate and the target yaw rate, comprising: subtracting the target yaw rate from the current yaw rate to obtain a yaw rate difference; the ratio of the yaw rate difference to the target yaw rate is taken as the target compensation coefficient.

6. The method of claim 2, wherein, Applied to a steer-by-wire system, the steer-by-wire system comprises a compensation switch module and a compensation calculation module, and after determining that the vehicle is on a low adhesion road surface, the method further comprises: controlling the compensation switch module to send a compensation enable signal to the compensation calculation module; in the case of determining that the vehicle is on a low adhesion road surface, calculating a target compensation torque, comprising: controlling the compensation calculation module to calculate the target compensation torque when receiving the compensation enable signal.

7. An apparatus for simulating load torque, characterized by, The device comprises: The acquisition module is configured to acquire a vehicle speed, a rack force, a steering wheel rotation angle, a driver hand force, and a steering wheel rotation speed of the vehicle; based on the acquired vehicle speed, rack force, steering wheel rotation angle, driver hand force, and steering wheel rotation speed, an auxiliary torque, a first coefficient, a second coefficient, and a third coefficient are obtained, the first coefficient, the second coefficient, and the third coefficient are added to obtain a sum, and the auxiliary torque is multiplied by the obtained sum to obtain a basic torque; The calculation module is configured to, in a case where it is determined that the vehicle is on a low adhesion road surface, calculate a target compensation torque; The output module is configured to sum the target compensation torque and the basic torque to obtain a load torque, so that a hand feeling simulation motor outputs resistance simulation driving hand feeling on a steering wheel based on the load torque. The calculation module is specifically configured to acquire a first friction force when the vehicle is on a low adhesion road surface and a second friction force when the vehicle is not on a low adhesion road surface, determine a target compensation coefficient as a ratio of a difference between the second friction force and the first friction force to the first friction force, and multiply the basic torque by the target compensation coefficient to obtain the target compensation torque.

8. A vehicle characterized by comprising: The vehicle comprises: a memory configured to store executable program code; a processor configured to call and run the executable program code from the memory, so that the vehicle performs the method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer readable storage medium stores a computer program, when the computer program is executed, the method according to any one of claims 1 to 6 is realized. The computer readable storage medium stores a computer program, when the computer program is executed, the method according to any one of claims 1 to 6 is realized.

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