Road feeling feedback control method and device, electronic equipment, storage medium and vehicle

Abstract

The application discloses a road feeling feedback control method and device, electronic equipment, a storage medium and a vehicle. The method comprises the following steps: acquiring rack force of a steering execution motor of a wheel; determining road feeling feedback torque of the rack force according to a current vehicle speed; adjusting the road feeling feedback torque to obtain target road feeling feedback torque; and controlling the road feeling motor of the vehicle to output a counterforce acting on a steering wheel according to the target road feeling feedback torque. The counterforce has the same size as the target road feeling feedback torque and is opposite to steering of the steering wheel. The application can reduce the torque fluctuation amplitude of the vehicle, so that the vehicle runs more smoothly.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a road feel feedback control method, device, electronic equipment, storage medium, and vehicle. Background Technology

[0002] Steer-by-wire is a brand-new electronically controlled steering system that represents the future trend of automotive steering systems. Because it breaks free from the constraints of traditional mechanical connection structures, the force and angular transmission characteristics of the driver can be freely designed, thus offering greater advantages in improving vehicle handling stability and driving safety.

[0003] Road surfaces with varying elevations, such as washboard roads, cobblestone roads, and twisted roads, can cause high-frequency disturbances to the vehicle's rack, easily resulting in torque pulsations in the rack force. This can affect the driver's normal steering operations, causing large fluctuations in the vehicle's driving torque and making the vehicle feel bumpy. Summary of the Invention

[0004] This application aims to provide a road feel feedback control method, device, electronic equipment, storage medium, and vehicle that can reduce the amplitude of vehicle torque fluctuations, making the vehicle ride more smoothly.

[0005] In a first aspect, embodiments of this application provide a road feel feedback control method, the method comprising:

[0006] Obtain the rack force of the steering motor of the wheel;

[0007] Determine the road feel feedback torque of the rack force based on the vehicle's current speed;

[0008] Adjust the road feel feedback torque to obtain the target road feel feedback torque;

[0009] Based on the target road feel feedback torque, the vehicle's road feel motor outputs a reaction force that acts on the steering wheel. This reaction force is the same in magnitude as the target road feel feedback torque and is opposite to the direction of the steering wheel.

[0010] In some implementations, the road feel feedback torque of the rack force is determined based on the vehicle's current speed, including:

[0011] If the current vehicle speed is within the first vehicle speed range, then obtain the first road feel feedback torque of the rack force;

[0012] If the current vehicle speed is within the second speed range, then the second road feel feedback torque of the rack force is obtained, where the maximum vehicle speed within the first speed range is less than the minimum vehicle speed within the second speed range.

[0013] In some implementations, if the current vehicle speed is within a first vehicle speed range, the first road feel feedback torque of the rack force is obtained, including:

[0014] If the current vehicle speed is within the first vehicle speed range, the high-frequency components of the rack force are filtered out by a low-pass filter to obtain the first road feel feedback torque corresponding to the first frequency of the rack force.

[0015] In some implementations, if the current vehicle speed is within the second vehicle speed range, the second road feel feedback torque of the rack force is obtained, including:

[0016] If the current vehicle speed is within the second vehicle speed range, then the low-frequency and high-frequency components of the rack force are filtered by a bandpass filter to obtain the second road feel feedback torque corresponding to the second frequency of the rack force.

[0017] In some implementations, the method further includes, before adjusting the road feel feedback torque to obtain the target road feel feedback torque:

[0018] The input shaft speed of the steering motor of the wheel is filtered to obtain the filtered speed signal;

[0019] The friction compensation torque corresponding to the speed signal is found in the first relational mapping table. The first relational mapping table includes the correspondence between multiple speed signals and multiple friction compensation torques.

[0020] In some implementations, the road feel feedback torque is adjusted to obtain the target road feel feedback torque, including:

[0021] Subtract the friction compensation torque from the road feedback torque to obtain the target road feedback torque;

[0022] or,

[0023] The target road feedback torque is obtained by multiplying the road feedback torque by the road feedback weight, which is determined based on user preferences.

[0024] or,

[0025] Multiply the road feel feedback torque by the road feel weight to obtain the initial road feel feedback torque;

[0026] The target road feel feedback torque is obtained by subtracting the friction compensation torque from the initial road feel feedback torque.

[0027] In some implementations, the target road feedback torque is obtained by multiplying the road feedback torque by the road feedback weight, including:

[0028] Based on the vehicle's current speed, the road sense weight corresponding to the current speed is obtained from the second relationship mapping table, which includes various correspondences between vehicle speed and road sense weight.

[0029] The target road feedback torque is obtained by multiplying the road feedback torque by the road feedback weight.

[0030] In some implementations, obtaining the rack force of the steering actuator motor of the wheel includes:

[0031] Obtain the torque and rack displacement of the steering actuator motor;

[0032] Based on torque and rack displacement, an equivalent dynamic model is constructed;

[0033] The equivalent dynamic model is discretized to obtain the discrete state-space equations;

[0034] Based on the discrete state-space equation, the state prediction equation of Kalman filter is constructed;

[0035] Based on the state prediction equation of the Kalman filter, determine the prior estimate and the prior estimate covariance;

[0036] Based on prior estimates and prior estimate covariance, the state update equation for Kalman filtering is constructed;

[0037] The rack force is determined based on the state update equation of the Kalman filter.

[0038] Secondly, embodiments of this application also provide a road feel feedback control device, the device comprising:

[0039] The data acquisition module is used to acquire the rack force of the steering motor of the wheel;

[0040] The torque determination module is used to determine the road feel feedback torque of the rack force based on the vehicle's current speed.

[0041] The torque adjustment module is used to adjust the road feel feedback torque to obtain the target road feel feedback torque;

[0042] The torque control module is used to control the output of the vehicle's road sensor motor to exert a reaction force on the steering wheel based on the target road sensor feedback torque. The reaction force is the same in magnitude as the target road sensor feedback torque and is opposite to the steering wheel's direction.

[0043] Thirdly, embodiments of this application also provide an electronic device, including at least one control processor and a memory for communicatively connecting to the at least one control processor; the memory stores instructions executable by the at least one control processor, the instructions being executed by the at least one control processor to enable the at least one control processor to perform a road feel feedback control method as described in the first aspect.

[0044] Fourthly, embodiments of this application also provide a computer-readable storage medium storing computer-executable instructions for causing a computer to perform a road feel feedback control method as described in the first aspect.

[0045] Fifthly, embodiments of this application also provide a vehicle for performing a road feel feedback control method as described in the first aspect, or including a road feel feedback control device as described in the second aspect, or including an electronic device as described in the third aspect, or including a computer-readable storage medium as described in the fourth aspect.

[0046] In this embodiment, the rack force of the steering actuator motor of the wheel is acquired; the road feel feedback torque of the rack force is determined based on the current vehicle speed; the road feel feedback torque is adjusted to obtain a target road feel feedback torque; based on the target road feel feedback torque, the vehicle's road feel motor outputs a reaction force acting on the steering wheel, the reaction force being the same in magnitude and opposite in direction to the target road feel feedback torque. Thus, after determining the road feel feedback torque based on the current vehicle speed, adjusting the road feel feedback torque and then using the target road feel feedback torque to react on the steering wheel through the road feel motor can reduce the amplitude of vehicle torque fluctuations, resulting in a smoother vehicle ride. Attached Figure Description

[0047] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0048] Figure 1 This is a schematic flowchart of an embodiment of the road feel feedback control method provided in this application;

[0049] Figure 2 This is a flowchart illustrating the preferred embodiment of the road feel feedback control method provided in this application.

[0050] Figure 3 This is a schematic diagram of the structure of an embodiment of the road feel feedback control device provided in this application;

[0051] Figure 4 This is a schematic diagram of the structure of an embodiment of the electronic device provided in this application. Detailed Implementation

[0052] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0053] In the description of this application, the use of terms such as "first," "second," etc., is for the purpose of distinguishing technical features only and should not be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated or the order of the technical features indicated.

[0054] In the description of this application, it should be understood that the orientation descriptions, such as up, down, etc., are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0055] In the description of this application, it should be noted that, unless otherwise explicitly defined, terms such as "setup," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this application in conjunction with the specific content of the technical solution.

[0056] Road surfaces with varying elevations, such as washboard roads, cobblestone roads, and twisted roads, can cause high-frequency disturbances to the vehicle's rack, easily resulting in torque pulsations in the rack force. This can affect the driver's normal steering operation, causing large fluctuations in the vehicle's driving torque and making the vehicle feel bumpy.

[0057] To address the problem of large fluctuations in vehicle driving torque due to varying road surfaces, resulting in a bumpy ride, this application proposes a road feel feedback control method, device, electronic equipment, storage medium, and vehicle.

[0058] Reference Figure 1 This is a schematic flowchart of the road feedback control method provided in an embodiment of this application. This road feedback control method is applied to an electronic device, which may be a server or a mobile terminal, etc. Figure 1 As shown, the road feel feedback control method may include the following steps:

[0059] Step 110: Obtain the rack force of the steering motor of the wheel;

[0060] Step 120: Determine the road feel feedback torque of the rack force based on the vehicle's current speed;

[0061] Step 130: Adjust the road feel feedback torque to obtain the target road feel feedback torque;

[0062] Step 140: Based on the target road feel feedback torque, control the vehicle's road feel motor to output a reaction force acting on the steering wheel. The reaction force is the same in magnitude as the target road feel feedback torque and is opposite to the steering wheel's direction.

[0063] In this embodiment, the rack force of the steering actuator motor of the wheel is acquired; the road feel feedback torque of the rack force is determined based on the current vehicle speed; the road feel feedback torque is adjusted to obtain the target road feel feedback torque; based on the target road feel feedback torque, the vehicle's road feel motor outputs a reaction force acting on the steering wheel, the reaction force being the same in magnitude and opposite in direction to the target road feel feedback torque. Thus, after determining the road feel feedback torque based on the current vehicle speed, and then adjusting the road feel feedback torque, by using the target road feel feedback torque to react on the steering wheel through the road feel motor, the fluctuation range of vehicle torque can be reduced, resulting in a smoother vehicle ride.

[0064] The rack force of the steering actuator motor of the wheel can be obtained by the same method as the prior art, which will not be described in detail in this embodiment.

[0065] The aforementioned determination of the rack force's road feel feedback torque based on the vehicle's current speed can be achieved by applying different filtering methods to the rack force at different speeds to obtain road feel feedback torques corresponding to different frequencies. These filtering methods can include any of the following: low-pass filter, band-pass filter, and high-pass filter.

[0066] The aforementioned adjustment of the road feel feedback torque can make the fluctuation range of the calculated road feel feedback torque more stable.

[0067] The aforementioned method of controlling the vehicle's road feel motor to output a reaction force acting on the steering wheel based on the target road feel feedback torque can be achieved by feeding the target road feel feedback torque back to the vehicle's road feel motor, which then outputs a force opposite to the steering wheel's direction of rotation to control vehicle driving. For example, when the steering wheel is turned to the left, the road feel motor will output a rightward reaction force of the same magnitude as the target road feel feedback torque, acting on the steering wheel.

[0068] In some implementations, determining the road feel feedback torque of the rack force based on the vehicle's current speed may include:

[0069] If the current vehicle speed is within the first vehicle speed range, then obtain the first road feel feedback torque of the rack force;

[0070] If the current vehicle speed is within the second speed range, then the second road feel feedback torque of the rack force is obtained, where the maximum vehicle speed within the first speed range is less than the minimum vehicle speed within the second speed range.

[0071] In this embodiment, if the current vehicle speed is within the first speed range, a first road feel feedback torque of rack force is obtained; if the current vehicle speed is within the second speed range, a second road feel feedback torque of rack force is obtained. The maximum vehicle speed within the first speed range is less than the minimum vehicle speed within the second speed range. Thus, different road feel feedback torques are obtained according to different vehicle speeds to adapt to different road surface frequencies, better reducing vehicle torque fluctuations and making the vehicle ride more smoothly.

[0072] If the current vehicle speed is within the first vehicle speed range, the first road feel feedback torque of the rack force can be obtained by filtering the rack force according to a preset filtering method within the first vehicle speed range.

[0073] If the current vehicle speed is within the second vehicle speed range, the second road feel feedback torque for obtaining the rack force can be obtained by filtering the rack force according to a preset filtering method within the second vehicle speed range to obtain the first road feel feedback torque.

[0074] It should be noted that the first and second speed ranges in this embodiment can be changed according to actual conditions, and this embodiment does not impose specific limitations.

[0075] In some implementations, if the current vehicle speed is within a first vehicle speed range, obtaining the first road feel feedback torque of the rack force may include:

[0076] If the current vehicle speed is within the first vehicle speed range, the high-frequency components of the rack force are filtered out by a low-pass filter to obtain the first road feel feedback torque corresponding to the first frequency of the rack force.

[0077] In this embodiment, the high-frequency components of the rack force are filtered out by a low-pass filter to obtain the first road feel feedback torque corresponding to the first frequency of the rack force. This filters out the special driving scenario of high-frequency disturbed road surface, making the fluctuation amplitude of the first road feel feedback torque relatively small, and making the vehicle drive more smoothly.

[0078] The aforementioned first speed range can be a low speed, which can be a speed of less than 20 kilometers per hour.

[0079] The rack force mentioned above can be rack force with different frequencies, which may be caused by road surface undulations.

[0080] The low-pass filter described above can use 20Hz as the cutoff frequency for low-pass filtering; this embodiment does not impose any specific limitations.

[0081] In some implementations, if the current vehicle speed is within the second vehicle speed range, obtaining the second road feel feedback torque of the rack force may include:

[0082] If the current vehicle speed is within the second vehicle speed range, then the low-frequency and high-frequency components of the rack force are filtered by a bandpass filter to obtain the second road feel feedback torque corresponding to the second frequency of the rack force.

[0083] In this embodiment, the low-frequency and high-frequency components of the rack force are filtered by a bandpass filter to obtain the second road feel feedback torque corresponding to the second frequency of the rack force. This filters out special driving scenarios with high-frequency road disturbances and can adapt to the road feel feedback torque corresponding to the current vehicle speed. As a result, the fluctuation range of the second road feel feedback torque is relatively small in the second vehicle speed range, making the vehicle drive more smoothly.

[0084] The aforementioned second speed range can be medium to high speed, which can be a speed of 20 km / h to 60 km / h.

[0085] The bandpass filter described above can use a specified range of frequencies as the cutoff frequency of the bandpass filter; this embodiment does not impose specific limitations.

[0086] In some implementations, before adjusting the road feel feedback torque to obtain the target road feel feedback torque, the method may further include:

[0087] The input shaft speed of the steering motor of the wheel is filtered to obtain the filtered speed signal;

[0088] The friction compensation torque corresponding to the speed signal is found in the first relational mapping table. The first relational mapping table includes the correspondence between multiple speed signals and multiple friction compensation torques.

[0089] In this embodiment, the input shaft speed of the steering motor of the wheel is filtered to obtain a filtered speed signal; the friction compensation torque corresponding to the filtered speed signal is searched in the first relational mapping table. The friction compensation torque corresponding to the filtered speed signal is directly searched in the first relational mapping table using the speed signal, thereby improving calculation efficiency.

[0090] The aforementioned first relationship mapping table can be artificially established to correspond to the rotational speed signal and the friction compensation torque.

[0091] The aforementioned input shaft speed can be obtained by using an input shaft speed sensor to acquire the input shaft speed of the steering actuator motor.

[0092] The filtering of the input shaft speed of the wheel steering actuator motor described above can be performed using the same method as in existing technologies, and this embodiment does not impose specific limitations. It can include any of the following filters: low-pass filter, band-pass filter, and high-pass filter.

[0093] It should be noted that those skilled in the art can obtain the friction compensation torque using the same methods as existing technologies, and this embodiment will not describe it in detail.

[0094] In some implementations, adjusting the road feel feedback torque to obtain the target road feel feedback torque may include:

[0095] Subtract the friction compensation torque from the road feedback torque to obtain the target road feedback torque;

[0096] or,

[0097] The target road feedback torque is obtained by multiplying the road feedback torque by the road feedback weight, which is determined based on user preferences.

[0098] or,

[0099] Multiply the road feel feedback torque by the road feel weight to obtain the initial road feel feedback torque;

[0100] The target road feel feedback torque is obtained by subtracting the friction compensation torque from the initial road feel feedback torque.

[0101] In this embodiment, the target road feel feedback torque is obtained by subtracting the friction compensation torque from the road feel feedback torque. Since the friction compensation torque is independent of the actual road load, removing it further reduces the vehicle torque fluctuation range, resulting in a smoother vehicle ride. Alternatively, the target road feel feedback torque can be obtained by multiplying the road feel feedback torque by the road feel weight. By determining the road feel weight based on user preferences, the road feel intensity can be adjusted according to the driver's preferences, enhancing the driving experience. Another embodiment can obtain the initial road feel feedback torque by multiplying the road feel feedback torque by the road feel weight, and then subtract the friction compensation torque from the initial road feel feedback torque to obtain the target road feel feedback torque. This allows for both adjustment of the road feel intensity according to driver preferences, enhancing the driving experience, and further reducing the vehicle torque fluctuation range, resulting in a smoother vehicle ride.

[0102] The aforementioned road feel weights are determined based on user preferences, which could be based on the user's preferred vehicle speed.

[0103] The above method subtracts the friction compensation torque from the road feel feedback torque. Since the friction compensation torque is unrelated to the actual load on the road surface, its component should be eliminated. Therefore, subtracting the friction compensation torque from the road feel feedback torque can further reduce the fluctuation range of vehicle torque, making the vehicle ride more smoothly.

[0104] The above method multiplies the road feedback torque by the road feedback weight. Since the calculated road feedback torque may not be the speed the driver prefers, the appropriate road feedback weight can be selected based on the driver's preferred speed. Multiplying the road feedback torque by the road feedback weight can enhance the driving experience.

[0105] In some implementations, multiplying the road feel feedback torque by the road feel weight to obtain the target road feel feedback torque may include:

[0106] Based on the vehicle's current speed, the road sense weight corresponding to the current speed is obtained from the second relationship mapping table, which includes various correspondences between vehicle speed and road sense weight.

[0107] The target road feedback torque is obtained by multiplying the road feedback torque by the road feedback weight.

[0108] In this embodiment, a second relational mapping table is constructed based on the user's preferred vehicle speed and the road feel weight corresponding to the vehicle speed. Then, the road feel feedback torque is multiplied by the road feel weight to obtain the target road feel feedback torque. This allows the road feel intensity to be adjusted according to the driver's preferences, thereby enhancing the driving experience.

[0109] The above-mentioned method of obtaining the road sense weight corresponding to the current vehicle speed from the second relational mapping table can be achieved by manually establishing a correspondence table between the user's preferred vehicle speed and the road sense weight corresponding to that speed (i.e., the second relational mapping table). Then, the current vehicle speed is obtained, and the road sense weight corresponding to the current vehicle speed is obtained from the second relational mapping table. The current vehicle speed corresponds to the user's preferred vehicle speed in the second relational mapping table.

[0110] In some implementations, obtaining the rack force of the steering actuator motor of the wheel may include:

[0111] Obtain the torque and rack displacement of the steering actuator motor;

[0112] Based on torque and rack displacement, an equivalent dynamic model is constructed;

[0113] The equivalent dynamic model is discretized to obtain the discrete state-space equations;

[0114] Based on the discrete state-space equation, the state prediction equation of Kalman filter is constructed;

[0115] Based on the state prediction equation of the Kalman filter, determine the prior estimate and the prior estimate covariance;

[0116] Based on prior estimates and prior estimate covariance, the state update equation for Kalman filtering is constructed;

[0117] The rack force is determined based on the state update equation of the Kalman filter.

[0118] In this embodiment, the equivalent dynamic model is accurately modeled, and then discretized to obtain the discrete state space equation. Based on the discrete state space equation, the state prediction equation of Kalman filtering is constructed, and then the optimal estimate is obtained by using the Kalman filtering algorithm, which can calculate the accurate rack force.

[0119] The aforementioned equivalent dynamic model treats the steering actuator motor, reduction mechanism, rack mechanism, and steering column under steer-by-wire as an equivalent rack system. Therefore, by obtaining the torque and rack displacement of the steering actuator motor, and using rack displacement and rack speed as state variables, along with inherent system parameters such as torque, equivalent system mass, equivalent system damping coefficient, equivalent system friction, and the transmission ratio of the steering motor reduction mechanism, an equivalent dynamic model is constructed.

[0120] The Kalman filter described above can be considered an algorithm that uses the state equations of a linear system to optimally estimate the system state based on the system's input and output observation data. Since the observation data includes the effects of noise and interference in the system, the optimal estimation can also be viewed as a filtering process.

[0121] To facilitate understanding by those skilled in the art, a set of preferred embodiments is provided below:

[0122] This embodiment provides a method for road feel frequency division control based on steer-by-wire, which addresses the problem of poor driving experience due to high-frequency road disturbances and poor driver road feel feedback in special driving scenarios. This method adapts to road surfaces of varying frequencies (unpredictable), filters the estimated steering rack force at high frequencies to achieve realistic road feel on low-frequency surfaces, filters out unwanted road feel on high-frequency surfaces, enhances the driving experience, and allows for adjustment of road feel intensity according to driver preference. (Refer to...) Figure 2 The specific methods include the following:

[0123] Step A) When the driver is driving the vehicle, they turn the steering wheel. Sensors acquire the steering wheel angle, and the angular ratio is calculated based on this angle, thus determining the wheel angle. This wheel angle is then input to the steering actuator, which controls the wheel rotation. The vehicle speed signal is read via the vehicle's CAN bus. The torque and rack displacement signals of the front wheel steering actuator motors are read via the proprietary CAN bus. These signals, after simple analysis and filtering, provide the data needed for subsequent steps. The steering actuator motor is the power source for the electronic steering system, providing steering torque for the vehicle.

[0124] Step B) Rack Force Observation. Rack force load observation is achieved through an equivalent rack dynamics model (i.e., the equivalent dynamics model) and a Kalman filter algorithm model. The equivalent dynamics model treats the steering motor, reduction mechanism, rack mechanism, and steering column of a steer-by-wire system as an equivalent rack system. The equivalent rack dynamics model uses rack displacement and rack speed as state variables, and constructs the equivalent rack dynamics model using inherent system parameters such as torque, equivalent system mass, equivalent system damping coefficient, equivalent system friction, and the transmission ratio of the steering motor and reduction mechanism. The equivalent rack dynamics model is then discretized to obtain the discrete state-space equations. The Kalman filter algorithm model first constructs the state prediction equation and calculates the prior estimate and prior estimate covariance. Then, it constructs the state update equation, calculates the Kalman filter gain, calculates the posterior state estimate, and calculates the posterior estimate error covariance. The measurement noise is set to 0.00001, meaning the posterior estimate result approaches the observation result. Finally, the update equation iterates over the prediction equation, continuously updating to achieve the optimal estimation of the rack force.

[0125] Step C) Road feel feedback frequency division control. At low vehicle speeds (i.e., speeds within the first speed range), the low-frequency component of the rack force observation is reflected. A low-pass filter is used to filter out the high-frequency components of the rack force, resulting in a low-frequency road feel feedback torque (i.e., the first road feel feedback torque). At medium to high vehicle speeds (i.e., speeds within the second speed range), both the low-frequency and high-frequency components of the rack force observation are filtered out using a band-pass filter, resulting in a medium to high-frequency road feel feedback torque (i.e., the second road feel feedback torque). Considering the overall vehicle performance, 20Hz is used as the cutoff frequency for the low-pass filter.

[0126] Step D) Calculation of Road Feel Feedback Torque. At low vehicle speeds, a low-frequency road feel feedback torque is selected as the road feel feedback torque; at medium to high vehicle speeds, a medium-to-high frequency road feel feedback torque is selected. Alternatively, a relationship table between vehicle speed and road feel weights (i.e., a second relationship mapping table) can be constructed by looking up vehicle speed. The road feel weights across the entire speed range can be adjusted according to the driver's preferences to achieve personalized road feel design. The low-frequency or medium-to-high frequency road feel feedback torque is multiplied by the road feel weight to obtain the road feel feedback torque (i.e., the initial road feel feedback torque).

[0127] Step E) Friction Compensation Torque Calculation. Considering that a portion of the rack force during steering overcomes system friction, this friction component is unrelated to the actual road load and should be discarded. The calculation method for the friction compensation torque is as follows: First, filter the input shaft speed of the steering actuator motor to obtain a smooth speed signal; then, use the speed signal as input to look up the table map (i.e., the first relational mapping table). By establishing the relationship between the speed signal and the friction compensation torque, the table map is obtained. The output value of the table map gradually decreases as the speed increases. The table map considers that at low speeds, system friction is mainly static friction, while at high speeds, system friction is mainly dynamic friction, with dynamic friction being much smaller than static friction.

[0128] Step F) Calculation of the overall feedback torque. Subtract the road feel feedback torque from the friction compensation torque to obtain the overall feedback torque.

[0129] Step G) The comprehensive feedback torque is used as the target torque (i.e. the target road feel feedback torque) to control the road feel motor to output a reaction force that acts on the steering wheel, thereby realizing road feel feedback control.

[0130] Reference Figure 3 This is a schematic diagram of the road feel feedback control device provided in an embodiment of this application. The device may include:

[0131] The data acquisition module 310 is used to acquire the rack force of the steering motor of the wheel;

[0132] The torque determination module 320 is used to determine the road feel feedback torque of the rack force based on the vehicle's current speed.

[0133] The torque adjustment module 330 is used to adjust the road feel feedback torque to obtain the target road feel feedback torque;

[0134] The torque control module 340 is used to control the output of the vehicle's road sensor motor to exert a reaction force on the steering wheel based on the target road sensor feedback torque. The reaction force is the same in magnitude as the target road sensor feedback torque and is opposite to the steering wheel's direction.

[0135] In some implementations, the torque determination module 320 may be specifically used for:

[0136] If the current vehicle speed is within the first vehicle speed range, then obtain the first road feel feedback torque of the rack force;

[0137] If the current vehicle speed is within the second speed range, then the second road feel feedback torque of the rack force is obtained, where the maximum vehicle speed within the first speed range is less than the minimum vehicle speed within the second speed range.

[0138] In some implementations, the torque determination module 320 may be specifically used for:

[0139] If the current vehicle speed is within the first vehicle speed range, the high-frequency components of the rack force are filtered out by a low-pass filter to obtain the first road feel feedback torque of the rack force at the first frequency.

[0140] In some implementations, the torque determination module 320 may be specifically used for:

[0141] If the current vehicle speed is within the second vehicle speed range, then the low-frequency and high-frequency components of the rack force are filtered by a bandpass filter to obtain the second road feel feedback torque of the rack force at the second frequency.

[0142] In some implementations, the torque adjustment module 330 can be specifically used for:

[0143] The input shaft speed of the steering motor of the wheel is filtered to obtain the filtered speed signal;

[0144] The friction compensation torque corresponding to the speed signal is found in the first relational mapping table, which includes the relationship between the speed signal and the friction compensation torque.

[0145] In some implementations, the torque adjustment module 330 can be specifically used for:

[0146] Subtract the friction compensation torque from the road feedback torque to obtain the target road feedback torque;

[0147] or,

[0148] The target road feedback torque is obtained by multiplying the road feedback torque by the road feedback weight, which is determined based on user preferences.

[0149] or,

[0150] Multiply the road feel feedback torque by the road feel weight to obtain the initial road feel feedback torque;

[0151] The target road feel feedback torque is obtained by subtracting the friction compensation torque from the initial road feel feedback torque.

[0152] In some implementations, the torque adjustment module 330 can be specifically used for:

[0153] Based on the vehicle's current speed, the road sense weight corresponding to the current speed is obtained from the second relationship mapping table. The second relationship mapping table includes various relationships between vehicle speed and road sense weight, and the road sense weight is determined based on user preferences.

[0154] The target road feedback torque is obtained by multiplying the road feedback torque by the road feedback weight.

[0155] In some implementations, the data acquisition module 310 may be specifically used for:

[0156] Obtain the torque and rack displacement of the steering actuator motor;

[0157] Based on torque and rack displacement, an equivalent dynamic model is constructed;

[0158] The equivalent dynamic model is discretized to obtain the discrete state-space equations;

[0159] Based on the discrete state-space equation, the state prediction equation of Kalman filter is constructed;

[0160] Based on the state prediction equation of the Kalman filter, determine the prior estimate and the prior estimate covariance;

[0161] Based on prior estimates and prior estimate covariance, the state update equation for Kalman filtering is constructed;

[0162] The rack force is determined based on the state update equation of the Kalman filter.

[0163] It should be noted that since the road feedback control device in this embodiment is based on the same inventive concept as the road feedback control method described above, the corresponding content in the method embodiment is also applicable to this device embodiment, and will not be described in detail here.

[0164] Reference Figure 4 This application also provides an electronic device, which may include:

[0165] At least one memory;

[0166] At least one processor;

[0167] At least one program;

[0168] The program is stored in memory, and the processor executes at least one program to implement the road feel feedback control method described above in this disclosure.

[0169] This electronic device can be any smart terminal, including mobile phones, tablets, personal digital assistants (PDAs), and in-vehicle computers.

[0170] The electronic devices according to embodiments of this application will now be described in detail.

[0171] The processor 410 can be implemented using a general-purpose central processing unit (CPU), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this disclosure.

[0172] The memory 420 can be implemented as a read-only memory (ROM), static storage device, dynamic storage device, or random access memory (RAM). The memory 420 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 420 and is called and executed by the processor 410 to execute the road sense feedback control method of the embodiments of this disclosure.

[0173] Input / output interface 430 is used to realize information input and output;

[0174] The communication interface 440 is used to enable communication and interaction between this device and other devices. Communication can be achieved through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0175] Bus 450 transmits information between various components of the device (e.g., processor 410, memory 420, input / output interface 430, and communication interface 440);

[0176] The processor 410, memory 420, input / output interface 430 and communication interface 440 are connected to each other within the device via bus 450.

[0177] This disclosure also provides a storage medium, which is a computer-readable storage medium storing computer-executable instructions for causing a computer to perform the above-described road feel feedback control method.

[0178] Memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, memory may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, memory may optionally include memory remotely located relative to the processor, and these remote memories can be connected to the processor via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0179] The embodiments described in this disclosure are for the purpose of more clearly illustrating the technical solutions of this disclosure and do not constitute a limitation on the technical solutions provided by this disclosure. As those skilled in the art will know, with the evolution of technology and the emergence of new application scenarios, the technical solutions provided by this disclosure are also applicable to similar technical problems.

[0180] Those skilled in the art will understand that the technical solutions shown in the figures do not constitute a limitation on the embodiments of this disclosure, and may include more or fewer steps than shown, or combine certain steps, or different steps.

[0181] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0182] Those skilled in the art will understand that all or some of the steps in the methods disclosed above, as well as the functional modules / units in the systems and devices, can be implemented as software, firmware, hardware, or suitable combinations thereof.

[0183] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0184] It should be understood that in this application, "at least one (item)" means one or more, and "more than" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0185] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0186] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0187] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0188] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes multiple instructions to cause an electronic device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing programs, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks. The embodiments of this application have been described in detail above with reference to the accompanying drawings, but this application is not limited to the above embodiments. Various changes can be made within the scope of knowledge possessed by those skilled in the art without departing from the spirit of this application.

[0189] This application also provides a vehicle for executing a road feel feedback control method as described above, or including a road feel feedback control device as described above, or including an electronic device as described above, or including a computer-readable storage medium as described above.

[0190] The embodiments of this application have been described in detail above with reference to the accompanying drawings. However, this application is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of this application.

Claims

1. A road feel feedback control method characterized by comprising: The method comprises: Obtaining rack force of a steering execution motor of a vehicle wheel; Determining road feeling feedback torque of the rack force according to current vehicle speed of the vehicle; Adjusting the road feeling feedback torque to obtain target road feeling feedback torque, comprising: Multiplying the road feeling feedback torque by road feeling weight to obtain the target road feeling feedback torque, the road feeling weight being determined based on user preference, comprising: Obtaining road feeling weight corresponding to the current vehicle speed from a second relationship mapping table according to the current vehicle speed of the vehicle, the second relationship mapping table comprising corresponding relationship between multiple vehicle speeds and road feeling weights; Multiplying the road feeling feedback torque by road feeling weight to obtain target road feeling feedback torque; Controlling the road feeling motor of the vehicle to output reaction force acting on the steering wheel according to the target road feeling feedback torque, the reaction force being same in size as the target road feeling feedback torque and opposite in direction to the steering wheel.

2. The road feedback control method according to claim 1, characterized by, The determining road feeling feedback torque of the rack force according to current vehicle speed of the vehicle comprises: If the current vehicle speed is within a first vehicle speed range, obtaining first road feeling feedback torque of the rack force; If the current vehicle speed is within a second vehicle speed range, obtaining second road feeling feedback torque of the rack force, the maximum vehicle speed within the first vehicle speed range being less than the minimum vehicle speed within the second vehicle speed range.

3. The road feedback control method according to claim 2, characterized by, The obtaining first road feeling feedback torque of the rack force if the current vehicle speed is within a first vehicle speed range comprises: If the current vehicle speed is within a first vehicle speed range, filtering high-frequency components of the rack force through a low-pass filter to obtain first road feeling feedback torque corresponding to a first frequency of the rack force.

4. The road feedback control method according to claim 2, characterized by, The obtaining second road feeling feedback torque of the rack force if the current vehicle speed is within a second vehicle speed range comprises: If the current vehicle speed is within a second vehicle speed range, filtering low-frequency components and high-frequency components of the rack force through a band-pass filter to obtain second road feeling feedback torque corresponding to a second frequency of the rack force.

5. The road feedback control method according to claim 1, characterized by, Before the adjusting the road feeling feedback torque to obtain target road feeling feedback torque, the method further comprises: Filtering input shaft speed of the steering execution motor of the vehicle wheel to obtain filtered speed signal; Looking up friction compensation torque corresponding to the speed signal in a first relationship mapping table, the first relationship mapping table comprising corresponding relationship between multiple speed signals and multiple friction compensation torques.

6. The road feedback control method according to claim 5, characterized by, The adjusting the road feeling feedback torque to obtain target road feeling feedback torque comprises: Multiplying the road feeling feedback torque by the road feeling weight to obtain initial road feeling feedback torque; Subtracting the friction compensation torque from the initial road feeling feedback torque to obtain the target road feeling feedback torque.

7. The road feedback control method according to claim 1, characterized by, The obtaining rack force of a steering execution motor of a vehicle wheel comprises: Obtaining torque and rack displacement of the steering execution motor; Constructing equivalent dynamics model based on the torque and the rack displacement; Discretizing the equivalent dynamics model to obtain discrete state space equation; Constructing state prediction equation of Kalman filter based on the discrete state space equation; determine a priori estimation and a priori estimation covariance according to a state prediction equation of the Kalman filter; construct a state update equation of the Kalman filter based on the a priori estimation and the a priori estimation covariance; determine rack force according to the state update equation of the Kalman filter.

8. A road feel feedback control device characterized by comprising: The device comprises: a data acquisition module configured to acquire rack force of a steering execution motor of a vehicle wheel; a torque determination module configured to determine road feel feedback torque of the rack force according to current vehicle speed of the vehicle; a torque adjustment module configured to adjust the road feel feedback torque to obtain target road feel feedback torque, comprising: multiplying the road feel feedback torque by road feel weight to obtain the target road feel feedback torque, the road feel weight being determined based on user preference, comprising: acquiring road feel weight corresponding to the current vehicle speed from a second relationship mapping table according to the current vehicle speed of the vehicle, the second relationship mapping table comprising corresponding relationship between multiple vehicle speeds and road feel weights; multiplying the road feel feedback torque by road feel weight to obtain target road feel feedback torque; a torque control module configured to control the road feel motor of the vehicle to output counter force acting on the steering wheel according to the target road feel feedback torque, the counter force being same in size as the target road feel feedback torque and opposite in steering to the steering wheel.

9. An electronic device, comprising: The at least one control processor and the memory connected in communication with the at least one control processor; the memory stores instructions executable by the at least one control processor, and the instructions are executed by the at least one control processor to enable the at least one control processor to perform the road feel feedback control method of any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer readable storage medium stores computer executable instructions for causing a computer to perform the road feel feedback control method of any one of claims 1 to 7.

11. A vehicle characterized by comprising: The vehicle is configured to perform the steering wheel temperature adjustment method of any one of claims 1 to 7, or comprises the road feel feedback control device of claim 8, or comprises the electronic device of claim 9, or comprises the computer readable storage medium of claim 10. The vehicle is configured to perform the steering wheel temperature adjustment method of any one of claims 1 to 7, or comprises the road feel feedback control device of claim 8, or comprises the electronic device of claim 9, or comprises the computer readable storage medium of claim 10.

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