Torque control method and device, vehicle and readable storage medium

Abstract

The invention provides a torque control method and device, a vehicle and a readable storage medium, the method is applied to the technical field of vehicles, and the method comprises the following steps: when the vehicle is in a low-temperature environment, responding to rotation of a steering wheel of the vehicle; acquiring an initial output torque of a hand feeling simulation motor of the vehicle and determining a first compensation torque of the hand feeling simulation motor, wherein the hand feeling simulation motor is connected with a steering wheel of the vehicle; based on the initial output torque and the first compensation torque, target output torque is determined, and the target output torque is smaller than the initial output torque; and controlling the hand feeling simulation motor to output the target output torque. According to the method, when the vehicle is in a low-temperature environment, the hand power needed by a driver for rotating the steering wheel can be reduced, so that the control performance of the vehicle is improved, and the driving comfort is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more specifically, to a torque control method, device, vehicle and readable storage medium in the field of vehicle technology. Background Art

[0002] At present, with the continuous development of automotive electronic technology, software-defined cars have become a trend in automobile development. In the field of automobile lateral control, wire-controlled steering technology has broken the constraints of traditional automobile mechanical structure, greatly promoted the development of automobile integration technology and autonomous driving, and has been widely used.

[0003] Compared with the traditional steering system, the steer-by-wire system eliminates the mechanical connection between the steering actuator and the column. The steering wheel and the steering actuator are connected through the Controller Area Network (CAN) bus. A feel simulator for outputting torque is added on the steering wheel side to simulate the force feedback in the traditional mechanical steering system.

[0004] However, since the viscosity of the grease in the transmission structure inside the hand feel simulator will increase when the vehicle is in a low temperature environment, that is, the mechanical friction between the transmission structures will increase, which will increase the hand force required by the driver to turn the steering wheel, thereby causing the driver to require too much hand force to turn the steering wheel, thereby reducing the vehicle's handling performance. Summary of the invention

[0005] The present application provides a torque control method, device, vehicle and readable storage medium. The method can reduce the hand force required by the driver to turn the steering wheel when the vehicle is in a low-temperature environment, thereby improving the vehicle's handling performance and improving driving comfort.

[0006] In a first aspect, a torque control method is provided, which is applied to a vehicle equipped with a wire-controlled steering system, the method comprising: when the vehicle is in a low-temperature environment, in response to the vehicle's steering wheel turning, obtaining the initial output torque of the vehicle's feel simulation motor and determining a first compensation torque of the feel simulation motor, the feel simulation motor being connected to the vehicle's steering wheel; determining a target output torque based on the initial output torque and the first compensation torque, the target output torque being less than the initial output torque; and controlling the feel simulation motor to output the target output torque.

[0007] In the above technical solution, when the vehicle is in a low temperature environment, in response to the steering wheel of the vehicle turning, the initial output torque of the vehicle's feel simulation motor can be obtained and the first compensation torque of the feel simulation motor can be determined, and then the target output torque can be determined based on the initial output torque and the first compensation torque, and finally the feel simulation motor can be controlled to output the target output torque. Since the target output torque finally output by the feel simulation motor is less than the initial output torque, the effect of the increase in mechanical friction between the transmission structure inside the feel simulator on the hand force required by the driver to turn the steering wheel can be reduced, that is, the hand force required by the driver to turn the steering wheel can be reduced, the vehicle's controllability can be improved, and driving comfort can be improved.

[0008] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the method also includes: obtaining the temperature of the vehicle's current environment, the torque applied to the steering wheel by the driver, and the initial output torque of the vehicle's feel simulation motor; determining the torque threshold applied to the steering wheel by the driver based on a preset reduction ratio and the initial output torque, the reduction ratio being the ratio between the rotation angle of the steering wheel and the rotation angle of the wheel; and determining that the vehicle is in a low temperature environment when the temperature of the vehicle's current environment is less than the temperature threshold and the torque applied to the steering wheel by the driver is greater than the torque threshold.

[0009] It should be noted that, since the temperature of the current environment of the vehicle is less than the temperature threshold, the steering wheel may not be turned, that is, the driver has no need to turn the steering wheel at this time. Therefore, in order to reduce the control power consumption of the vehicle, in a possible implementation, it can be determined whether the temperature of the current environment of the vehicle is less than the temperature threshold, and whether the driver has the need to turn the steering wheel at this time, so that only when it is determined that the temperature of the current environment of the vehicle is less than the temperature threshold and the driver has the need to turn the steering wheel at this time, the subsequent step of compensating the initial output torque of the hand feeling simulation motor is performed, thereby achieving the purpose of reducing the control power consumption of the vehicle. Specifically, the temperature of the current environment of the vehicle and the torque applied by the driver to the steering wheel can be obtained, and based on the preset reduction ratio and the initial output torque, the torque threshold applied by the driver to the steering wheel is determined, and then when the temperature of the current environment of the vehicle is less than the temperature threshold and the torque applied by the driver to the steering wheel is greater than the torque threshold, it is determined that the vehicle is in a low temperature environment, that is, the subsequent step of compensating the initial output torque of the hand feeling simulation motor is started.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, determining the first compensation torque of the hand feel simulation motor includes: obtaining the torque applied by the driver to the steering wheel; determining the first compensation torque corresponding to the torque applied by the driver to the steering wheel based on a preset first relationship correspondence table; or, obtaining the temperature of the vehicle's current environment, the vehicle's speed and the current rotation angle of the steering wheel; determining the target compensation coefficient based on the temperature, the vehicle speed and the current rotation angle of the steering wheel; determining the first compensation torque based on the initial output torque and the target compensation coefficient.

[0011] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, a target compensation coefficient is determined based on the temperature, vehicle speed and the current rotation angle of the steering wheel, including: determining a first compensation coefficient corresponding to the temperature based on a preset second relationship correspondence table; determining a second compensation coefficient corresponding to the vehicle speed based on a preset third relationship correspondence table; determining a third compensation coefficient corresponding to the current rotation angle of the steering wheel based on a preset fourth relationship correspondence table; and multiplying the first compensation coefficient, the second compensation coefficient and the third compensation coefficient to obtain the target compensation coefficient.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, after controlling the feel simulation motor to output the target output torque, the method also includes: taking the moment when the driver turns the steering wheel as the starting moment, obtaining the cumulative rotation angle of the steering wheel within a preset time length; determining the target adjustment value of the target output torque based on the cumulative rotation angle, the preset time length and the first compensation torque; determining the adjusted target output torque based on the target adjustment value and the target output torque; and controlling the feel simulation motor to output the adjusted target output torque.

[0013] It should be noted that since the lubricating performance of the grease in the transmission mechanism of the hand feel simulation motor will increase with the increase of the cumulative rotation angle of the steering wheel, the hand force of the driver turning the steering wheel will decrease with the increase of the cumulative rotation angle of the steering wheel. Therefore, in order to ensure the accuracy of the compensation of the initial output torque of the hand feel simulation motor, that is, to ensure the accuracy of the torque output by the hand feel simulation motor, in a possible implementation manner, after controlling the hand feel simulation motor to output the target output torque, the moment when the driver turns the steering wheel can be used as the starting moment to obtain the cumulative rotation angle of the steering wheel within a preset time length, and based on the cumulative rotation angle, the preset time length and the first compensation torque, the target adjustment value of the target output torque is determined, and then based on the target adjustment value and the target output torque, the adjusted target output torque is determined, and finally the hand feel simulation motor is controlled to output the adjusted target output torque, so as to ensure the accuracy of the torque output by the hand feel simulation motor.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, a target adjustment value of the target output torque is determined based on the cumulative rotation angle, the preset time length and the first compensation torque, including: determining the proportional gain corresponding to the cumulative rotation angle based on the preset fifth relationship correspondence table; determining the first adjustment value based on the proportional gain and the first compensation torque; integrating the first compensation torque based on the preset time length to obtain the cumulative compensation torque of the hand feel simulation motor within the preset time length; determining the integral gain corresponding to the cumulative compensation torque based on the preset sixth relationship correspondence table; determining the second adjustment value based on the cumulative compensation torque and the integral gain; and summing the first adjustment value with the second adjustment value to obtain the target adjustment value.

[0015] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the method also includes: obtaining the vehicle speed, the current yaw angular velocity of the vehicle, the current rotation angle of the steering wheel, and the torque applied to the steering wheel by the driver; based on the preset seventh relationship correspondence table, determining the basic output torque of the simulated inductance corresponding to the vehicle speed and the current rotation angle of the steering wheel; based on the preset eighth relationship correspondence table, determining the first coefficient corresponding to the current yaw angular velocity of the vehicle; based on the preset ninth relationship correspondence table, determining the second coefficient corresponding to the torque applied to the steering wheel by the driver; based on the basic output torque, the first coefficient and the second coefficient, determining the initial output torque.

[0016] In a second aspect, a torque control device is provided, the device comprising:

[0017] an acquisition module, for acquiring an initial output torque of a hand-feel simulation motor of the vehicle and determining a first compensation torque of the hand-feel simulation motor in response to a rotation of a steering wheel of the vehicle when the vehicle is in a low-temperature environment, wherein the hand-feel simulation motor is connected to the steering wheel of the vehicle;

[0018] a determination module, configured to determine a target output torque based on the initial output torque and the first compensation torque, wherein the target output torque is less than the initial output torque;

[0019] The control module is used to control the hand-feel simulation motor to output a target output torque.

[0020] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the acquisition module is also used to obtain the temperature of the vehicle's current environment, the torque applied to the steering wheel by the driver, and the initial output torque of the vehicle's feel simulation motor; the determination module is also used to determine the torque threshold applied to the steering wheel by the driver based on a preset reduction ratio and the initial output torque, the reduction ratio being the ratio between the rotation angle of the steering wheel and the rotation angle of the wheel; and when the temperature of the vehicle's current environment is less than the temperature threshold and the torque applied to the steering wheel by the driver is greater than the torque threshold, it is determined that the vehicle is in a low temperature environment.

[0021] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the acquisition module is also used to acquire the torque applied by the driver to the steering wheel; the determination module is also used to determine the first compensation torque corresponding to the torque applied by the driver to the steering wheel based on a preset first relationship correspondence table; or, the acquisition module is also used to acquire the temperature of the vehicle's current environment, the vehicle's speed and the current rotation angle of the steering wheel; the determination module is also used to determine the target compensation coefficient based on the temperature, the vehicle speed and the current rotation angle of the steering wheel; and the first compensation torque is determined based on the initial output torque and the target compensation coefficient.

[0022] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is also used to determine a first compensation coefficient corresponding to the temperature based on a preset second relationship correspondence table; determine a second compensation coefficient corresponding to the vehicle speed based on a preset third relationship correspondence table; determine a third compensation coefficient corresponding to the current rotation angle of the steering wheel based on a preset fourth relationship correspondence table; and multiply the first compensation coefficient, the second compensation coefficient and the third compensation coefficient to obtain a target compensation coefficient.

[0023] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the acquisition module is also used to obtain the cumulative rotation angle of the steering wheel within a preset time period with the moment when the driver turns the steering wheel as the starting moment; the determination module is also used to determine the target adjustment value of the target output torque based on the cumulative rotation angle, the preset time period and the first compensation torque; based on the target adjustment value and the target output torque, determine the adjusted target output torque; the control module is also used to control the feel simulation motor to output the adjusted target output torque.

[0024] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is also used to determine the proportional gain corresponding to the cumulative rotation angle based on a preset fifth relationship correspondence table; determine the first adjustment value based on the proportional gain and the first compensation torque; perform an integral operation on the first compensation torque based on a preset time length to obtain the cumulative compensation torque of the hand feel simulation motor within the preset time length; determine the integral gain corresponding to the cumulative compensation torque based on a preset sixth relationship correspondence table; determine the second adjustment value based on the cumulative compensation torque and the integral gain; and sum the first adjustment value with the second adjustment value to obtain the target adjustment value.

[0025] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the acquisition module is also used to obtain the vehicle speed, the current yaw angular velocity of the vehicle, the current rotation angle of the steering wheel, and the torque applied to the steering wheel by the driver; the determination module is also used to determine the basic output torque of the simulated inductance corresponding to the vehicle speed and the current rotation angle of the steering wheel based on the preset seventh relationship correspondence table; determine the first coefficient corresponding to the current yaw angular velocity of the vehicle based on the preset eighth relationship correspondence table; determine the second coefficient corresponding to the torque applied to the steering wheel by the driver based on the preset ninth relationship correspondence table; determine the initial output torque based on the basic output torque, the first coefficient and the second coefficient.

[0026] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the torque control method in the first aspect or any possible implementation of the first aspect.

[0027] In a fourth aspect, a computer program product is provided, which includes: a computer program code, which, when executed on a computer, enables the computer to execute the torque control method in the first aspect or any possible implementation of the first aspect.

[0028] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the torque control method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 is a structural flow chart of a traditional steering system provided in an embodiment of the present application;

[0030] Figure 2 is a structural flow chart of a steer-by-wire system provided in an embodiment of the present application;

[0031] Figure 3 is a schematic flow chart of a torque control method provided in an embodiment of the present application;

[0032] Figure 4 is a structural schematic diagram of a torque control device provided in an embodiment of the present application;

[0033] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0034] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0035] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

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

[0037] For example, Figure 1 As shown, the conventional steering system 100 comprises: 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 steering gear 105 through the intermediate shaft 104, and the power assist 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 control logic of the traditional steering system is: the driver manipulates the steering gear 105 by turning the steering wheel 101, and then transmits the steering input to the wheel 106 through a series of mechanical components (such as the intermediate shaft 104 and the torsion bar 103). At the same time, the power-assisting motor 1051 provides additional force to assist the driver in steering according to the vehicle speed, the current rotation angle of the steering wheel, the torque applied by the driver on the steering wheel (also called the driver's hand force), and the steering wheel speed, so that the driver can achieve steering control of the vehicle.

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

[0040] For example, Figure 2As shown, the steer-by-wire system 200, in addition to the steering wheel 101, the column 102, the torsion bar 103 and the wheel 106 in the conventional steering system 100, further includes: a feel simulator 201, a steering actuator 202 and a controller area network (CAN) bus 203. Compared with the conventional steering system 100, the steer-by-wire system 200 cancels the mechanical connection between the steering gear and the column, adds a feel simulator 201, and the feel simulator 201 and the steering actuator 202 are connected via the CAN bus 203.

[0041] The driver's hand force control logic of the wire-controlled steering system is as follows: the hand feeling simulator 201 calculates the rack position according to the steering wheel angle, and sends the rack position to the steering actuator 202 through the CAN bus 203. The steering actuator motor 2021 in the steering actuator 202 controls the rack 2022 to be in the rack position, thereby realizing the steering control of the vehicle. At the same time, in the process of the steering actuator motor 2021 in the actuator 202 controlling the rack 2022 to be in the rack position, the hand feeling simulator 201 can calculate the output torque of the hand feeling simulation motor 2011 according to the vehicle speed, the current yaw rate of the vehicle, the current rotation angle of the steering wheel, and the torque applied by the driver to the steering wheel, and control the hand feeling simulation motor 2011 to output the torque, thereby simulating the force feedback in the traditional mechanical steering system. This feedback can make the driver feel the steering resistance, so as to better perceive the vehicle state and road conditions.

[0042] Based on the working principle of the above-mentioned wire control steering system, when the vehicle is in a low temperature environment, the internal transmission structure of the hand feeling simulator 201 (for example, Figure 2 The viscosity of the grease at the turbine 2012 and the worm 2013 in the vehicle will increase, that is, the mechanical friction between the transmission structure will increase, thereby increasing the hand force of the driver to turn the steering wheel, resulting in excessive hand force required by the driver to turn the steering wheel, thereby reducing the vehicle's handling performance.

[0043] Based on the above problems, the present application provides a torque control method, which can reduce the hand force required for the driver to turn the steering wheel when the vehicle is in a low-temperature environment, thereby improving the vehicle's handling performance and improving driving comfort.

[0044] It should be understood that the torque control method provided in the embodiment of the present application can be applied to a vehicle equipped with a wire-controlled steering system, and can be specifically applied to Figure 2 A steer-by-wire system 200 is shown.

[0045] Below through Figure 3 The method of the embodiment of the present application is described in detail.

[0046] Figure 3is a schematic flow chart of a torque control method provided in an embodiment of the present application, the method is applied to Figure 2 Steer-by-wire system shown.

[0047] For example, Figure 3 As shown, the method 300 includes:

[0048] Step 301, determining whether the vehicle is in a low temperature environment.

[0049] It should be understood that the core idea of ​​the method provided by the present application is to compensate the initial output torque of the hand-feel simulation motor when the vehicle is in a low-temperature environment, so as to reduce the influence of the increase of mechanical friction between the transmission structures inside the hand-feel simulator on the hand force required by the driver to turn the steering wheel, that is, to reduce the hand force required by the driver to turn the steering wheel. Therefore, when implementing the method provided by the embodiment of the present application, it is necessary to first determine whether the vehicle is in a low-temperature environment.

[0050] In a possible implementation, the temperature of the vehicle's current environment may be acquired, and based on the relationship between the temperature of the vehicle's current environment and a temperature threshold, it may be determined whether the vehicle is in a low temperature environment.

[0051] The temperature threshold is preset by the developer based on experimental data. For example, the temperature threshold may be -5°C, -10°C or -15°C, etc., which is not limited in the present embodiment. The temperature of the vehicle's current environment may be measured by an internal temperature sensor or an external temperature sensor configured on the vehicle, which is not limited in the present embodiment.

[0052] Specifically, after obtaining the temperature of the vehicle's current environment, the temperature of the vehicle's current environment can be compared with a temperature threshold, so that when the temperature of the vehicle's current environment is less than the temperature threshold, it is determined that the vehicle is in a low temperature environment.

[0053] For example, when the temperature of the vehicle's current environment is -15°C and the temperature threshold is -10°C, the temperature of the vehicle's current environment (-15°C) can be compared with the temperature threshold (-10°C). Since the temperature of the vehicle's current environment (-15°C) is less than the temperature threshold (-10°C), it can be determined that the vehicle is in a low temperature environment.

[0054] It should be noted that, when the temperature of the vehicle's current environment is less than the temperature threshold, the steering wheel may not be turned, that is, the driver does not need to turn the steering wheel at this time. Therefore, in order to reduce the vehicle's control power consumption, in another possible implementation, it can be determined whether the temperature of the vehicle's current environment is less than the temperature threshold, and whether the driver needs to turn the steering wheel at this time, so that only when it is determined that the temperature of the vehicle's current environment is less than the temperature threshold and the driver needs to turn the steering wheel at this time, the subsequent step of compensating the initial output torque of the hand-feel simulation motor is performed, thereby achieving the purpose of reducing the vehicle's control power consumption.

[0055] In this embodiment, the temperature of the vehicle's current environment, the torque applied to the steering wheel by the driver (also referred to as the driver's hand force), and the initial output torque of the hand-feel simulation motor can be obtained; based on the preset reduction ratio and the initial output torque, the torque threshold applied to the steering wheel by the driver is determined, and then based on the relationship between the temperature of the vehicle's current environment and the temperature threshold, and the relationship between the torque applied to the steering wheel by the driver and the torque threshold, it is determined whether the vehicle is in a low temperature environment.

[0056] It is understandable that when the driver has a demand to turn the steering wheel, torque will be applied to the steering wheel. Therefore, in order to determine whether the driver has a demand to turn the steering wheel, it is necessary to obtain the torque applied by the driver to the steering wheel, so that when it is determined that the temperature of the current environment in which the vehicle is located is lower than the temperature threshold, the torque applied by the driver to the steering wheel and the torque threshold are used to determine whether the driver has a demand to turn the steering wheel at this time. In this way, only when it is determined that the temperature of the current environment in which the vehicle is located is lower than the temperature threshold and the driver has a demand to turn the steering wheel at this time, the subsequent steps of compensating the initial output torque of the hand feel simulation motor are executed, thereby achieving the purpose of reducing the control power consumption of the vehicle.

[0057] The reduction ratio refers to the ratio between the steering wheel's rotation angle and the wheel's rotation angle. For example, if the steering wheel turns 10 degrees and the wheel turns 1 degree, the reduction ratio is 10:1.

[0058] The torque applied by the driver to the steering wheel can be measured by a torque sensor installed in the steering wheel column. The temperature threshold and the method of obtaining the temperature of the current environment of the vehicle can be referred to the above embodiment, which will not be repeated here.

[0059] Among them, the initial output torque is the torque calculated by the vehicle based on the acquired vehicle speed, the vehicle's current yaw angular velocity, the current rotation angle of the steering wheel and the torque applied to the steering wheel by the driver. Normally, the feel simulation motor outputs resistance to the steering wheel based on the calculated initial output torque to simulate the force feedback in the traditional mechanical steering system.

[0060] In one possible implementation, the initial output torque may be calculated in the following manner: obtaining the vehicle speed, the vehicle's current yaw angular velocity, the current steering wheel rotation angle (also referred to as the steering wheel angle), and the torque applied by the driver to the steering wheel; and obtaining the initial output torque based on the vehicle speed, the vehicle's current yaw angular velocity, the current steering wheel rotation angle, and the torque applied by the driver to the steering wheel.

[0061] Among them, the vehicle speed can be measured by the wheel speed sensor, the current rotation angle of the steering wheel can be measured by the steering wheel angle sensor installed on the steering wheel column, and the torque applied by the driver to the steering wheel can be measured by the torque sensor installed in the steering wheel column.

[0062] It can be understood that the yaw angle refers to the angle of rotation of the car around the Z axis perpendicular to the ground. The yaw rate is the rate of change of the yaw angle, that is, the yaw angle per unit time. Usually, the yaw rate is positive when the vehicle turns left, and negative when the vehicle turns right. A yaw rate sensor can be set near the center of mass of the vehicle, and the current yaw rate of the vehicle can be obtained through the yaw rate sensor.

[0063] Optionally, the wheel speeds of the wheels on both sides of the vehicle can be obtained, and the wheel speed difference between the wheel speeds of the wheels on both sides can be calculated, so as to convert the wheel speed difference into yaw rate through a mathematical model, thereby obtaining the current yaw rate of the vehicle. The mathematical model can be, for example: yaw rate = wheel speed difference / wheel track * cos θ, where θ is the steering angle of the wheel.

[0064] After obtaining the vehicle speed, the current yaw rate of the vehicle, the current rotation angle of the steering wheel and the torque applied to the steering wheel by the driver, the following describes in detail how to obtain the initial output torque based on the vehicle speed, the current yaw rate of the vehicle, the current rotation angle of the steering wheel and the torque applied to the steering wheel by the driver.

[0065] In a possible implementation, a preset two-dimensional relationship correspondence table of vehicle speed, current steering wheel rotation angle and basic output torque may be stored in the vehicle, i.e., the seventh relationship correspondence table. In the seventh relationship correspondence table, when the current steering wheel rotation angle is fixed, the higher the vehicle speed, the greater the corresponding basic output torque; when the vehicle speed is fixed, the greater the current steering wheel rotation angle, the greater the corresponding basic output torque. After obtaining the above vehicle speed, the current yaw rate of the vehicle, the current steering wheel rotation angle and the torque applied to the steering wheel by the driver, the corresponding seventh relationship correspondence table may be searched based on the vehicle speed and the current steering wheel rotation angle to obtain a basic output torque.

[0066] The basic output torque can be understood as a torque determined when there are no other influencing factors (e.g., the current yaw rate of the vehicle and the torque applied by the driver to the steering wheel), and the initial output torque is a torque after the basic output torque is adjusted. For example, the initial output torque is a torque after the initial output torque is adjusted based on the current yaw rate of the vehicle and the torque applied by the driver to the steering wheel.

[0067] Exemplarily, the seventh relationship correspondence table may be shown in Table 1 below:

[0068] Table 1

[0069]

[0070] It can be seen from Table 1 above that the vehicle speed (60km / h) and the steering wheel angle, that is, the current steering wheel rotation angle (30°) correspond to the basic output torque (20Nm), the vehicle speed (60km / h) and the current steering wheel rotation angle (60°) correspond to the basic output torque (40Nm), the vehicle speed (100km / h) and the current steering wheel rotation angle (30°) correspond to the basic output torque (50Nm), the vehicle speed (100km / h) and the current steering wheel rotation angle (60°) correspond to the basic output torque (90Nm), and so on.

[0071] In a possible implementation manner, the vehicle may further store a preset one-dimensional relationship correspondence table of the current yaw rate of the vehicle-the first coefficient, that is, an eighth relationship correspondence table. In the eighth relationship correspondence table, the greater the current yaw rate of the vehicle, the greater the first coefficient. After the current yaw rate of the vehicle is acquired, the preset eighth relationship correspondence table may be searched based on the current yaw rate of the vehicle to obtain the first coefficient.

[0072] Exemplarily, the eighth relationship correspondence table may be as shown in Table 2 below:

[0073] Table 2

[0074] Current yaw rate 5° / s ... 30° / s ... The first coefficient 1.02 ... 1.06 ...

[0075] It can be seen from Table 2 above that the current yaw rate of the vehicle (5° / s) corresponds to the first coefficient (1.02), the current yaw rate of the vehicle (30° / s) corresponds to the first coefficient (1.06), and so on.

[0076] In a possible implementation, the vehicle may also store a preset one-dimensional relationship correspondence table between the torque applied by the driver on the steering wheel and the second coefficient, i.e., a ninth relationship correspondence table. In the ninth relationship correspondence table, the greater the torque applied by the driver on the steering wheel, the greater the corresponding second coefficient. After obtaining the torque applied by the driver on the steering wheel, the preset ninth relationship correspondence table can be searched based on the torque applied by the driver on the steering wheel to obtain the second coefficient.

[0077] Exemplarily, the ninth relationship correspondence table may be as shown in Table 3 below:

[0078] Table 3

[0079]

[0080] It can be seen from Table 2 above that the torque (5 Nm) applied by the driver to the steering wheel corresponds to the second coefficient (1.1), the torque (10 Nm) applied by the driver to the steering wheel corresponds to the second coefficient (1.4), and so on.

[0081] Furthermore, based on the vehicle speed, the current yaw rate of the vehicle, the current rotation angle of the steering wheel and the torque applied to the steering wheel by the driver, after looking up Tables 1 to 3 to obtain the basic output torque, the first coefficient and the second coefficient, the first coefficient and the second coefficient can be multiplied to obtain the product, and the basic output torque can be multiplied by the product obtained by the multiplication in the above steps to obtain the initial output torque.

[0082] For example, when the vehicle speed is 60 km / h, the current steering wheel rotation angle is 30°, the current yaw rate of the vehicle is 5° / s, and the torque applied by the driver to the steering wheel is 5 Nm, the basic auxiliary torque can be determined to be 20 Nm based on the vehicle speed (60 km / h) and the current steering wheel rotation angle (30°); the first coefficient can be determined to be 1.02 based on the current yaw rate (5° / s) of the vehicle by looking up Table 2; and the second coefficient can be determined to be 1.1 based on the torque applied by the driver to the steering wheel (5 Nm) by looking up Table 3. The product of the first coefficient and the second coefficient is 1.02×1.1=1.122, that is, the initial output torque=20 Nm×1.122=20.44 Nm.

[0083] Furthermore, after the initial output torque is obtained, a torque threshold applied by the driver to the steering wheel may be determined based on a preset reduction ratio and the initial output torque.

[0084] Exemplarily, when the preset reduction ratio is 10:1 and the initial output torque is 20.44 Nm, the torque threshold applied by the driver to the steering wheel is 20.44 / 10=2.044 Nm.

[0085] In one possible implementation, after obtaining the temperature of the vehicle's current environment, the torque applied to the steering wheel by the driver, the initial output torque of the hand-feel simulation motor, and the torque threshold, the temperature of the vehicle's current environment can be compared with the temperature threshold, and the torque applied to the steering wheel by the driver can be compared with the torque threshold. This allows the vehicle to be determined to be in a low-temperature environment when the temperature of the vehicle's current environment is less than the temperature threshold and the torque applied to the steering wheel by the driver is greater than the torque threshold.

[0086] For example, when the temperature of the vehicle's current environment is -15°C, the temperature threshold is -10°C, the torque applied by the driver to the steering wheel is 5Nm, and the torque threshold is 2.044Nm, the temperature of the vehicle's current environment (-15°C) and the temperature threshold (-10°C), as well as the torque applied by the driver to the steering wheel (5Nm) and the torque threshold (2.044Nm) can be compared. Since the temperature of the vehicle's current environment (-15°C) is lower than the temperature threshold (-10°C) and the torque applied by the driver to the steering wheel (5Nm) is greater than the torque threshold (2.044Nm), it can be determined that the vehicle is in a low temperature environment.

[0087] Step 302 : When the vehicle is in a low temperature environment, in response to the steering wheel of the vehicle turning, an initial output torque of the hand-feel simulation motor of the vehicle is obtained and a first compensation torque of the hand-feel simulation motor is determined.

[0088] In a possible implementation, a steering sensor mounted on a steering column can be used to determine whether the steering wheel of the vehicle has been turned. The steering column is an important component connecting the steering wheel and the steering gear, and is used to detect whether the steering wheel of the vehicle has been turned and the angle of the steering wheel.

[0089] Optionally, the steering sensor may be a magnetic or photoelectric sensor, etc., which is not limited in the embodiment of the present application.

[0090] For example, when the steering sensor is a magnetic steering sensor, whether the steering wheel has turned can be determined by detecting whether the magnetic field has changed, that is, when the magnetic steering sensor detects a change in the magnetic field, it is determined that the steering wheel has turned.

[0091] Among them, the method of obtaining the initial output torque of the vehicle's feel simulation motor can be found in the above embodiment and will not be repeated here.

[0092] The following is a detailed description of how to determine the first compensation torque of the feel simulation motor:

[0093] In a possible implementation manner, the first compensation torque of the hand feel simulation motor is calculated by any one of the following two methods, which is not limited in the embodiment of the present application.

[0094] The first method is to obtain the torque applied by the driver to the steering wheel, and determine the first compensation torque based on the torque applied by the driver to the steering wheel.

[0095] Wherein, obtaining the torque applied by the driver to the steering wheel can refer to the above embodiment, which will not be described in detail here.

[0096] In a possible implementation, a preset one-dimensional relationship correspondence table between the torque applied by the driver on the steering wheel and the first compensation torque, i.e., a first relationship correspondence table, may also be stored in the vehicle. In the first relationship correspondence table, the greater the torque applied by the driver on the steering wheel, the greater the first compensation torque corresponding to the torque applied by the driver. After obtaining the torque applied by the driver on the steering wheel, the preset first relationship correspondence table may be searched based on the torque applied by the driver on the steering wheel to obtain the first compensation torque.

[0097] Exemplarily, the first relationship correspondence table may be as shown in Table 4 below:

[0098] Table 4

[0099]

[0100] It can be seen from Table 4 above that the torque (5 Nm) applied by the driver to the steering wheel corresponds to the first compensation torque (2.9 Nm), the torque (10 Nm) applied by the driver to the steering wheel corresponds to the first compensation torque (4.5 Nm), and so on.

[0101] The second method is to obtain the temperature of the vehicle's current environment, the vehicle's speed and the current rotation angle of the steering wheel, and determine the first compensation torque based on the temperature, the vehicle's speed and the current rotation angle of the steering wheel.

[0102] Among them, the method of obtaining the temperature of the current environment of the vehicle, the speed of the vehicle and the current rotation angle of the steering wheel can be referred to the above embodiment, which will not be repeated here.

[0103] Specifically, after obtaining the temperature of the vehicle's current environment, the vehicle's speed and the current steering wheel angle, the target compensation coefficient can be determined based on the temperature, the vehicle's speed and the current steering wheel angle, and then the first compensation torque can be determined based on the initial output torque and the target compensation coefficient.

[0104] The following describes how to determine the target compensation factor based on the temperature, the vehicle's speed, and the current rotation angle of the steering wheel.

[0105] In a possible implementation, a preset one-dimensional relationship correspondence table of the temperature of the vehicle's current environment and the first compensation coefficient may be stored in the vehicle, that is, a second relationship correspondence table. In the second relationship correspondence table, the lower the temperature of the vehicle's current environment, the smaller the corresponding first compensation coefficient. After obtaining the temperature of the vehicle's current environment, the preset first relationship correspondence table may be searched based on the temperature of the vehicle's current environment to obtain the first compensation coefficient.

[0106] The first compensation coefficient is used to compensate for the effect of temperature change on the hand force required by the driver to turn the steering wheel. In a low temperature environment, the mechanical properties of the hand simulator may decrease, that is, the viscosity of the grease will increase, resulting in increased mechanical friction, which will increase the hand force required by the driver to turn the steering wheel. Therefore, as the temperature of the vehicle's current environment decreases, the first compensation coefficient also needs to decrease, thereby reducing the output torque of the hand simulation motor to compensate for the effect of the performance loss of the hand simulator on the hand force required by the driver to turn the steering wheel.

[0107] Exemplarily, the second relationship correspondence table may be as shown in the following Table 5:

[0108] Table 5

[0109] temperature -7℃ ... -12℃ ... The first compensation coefficient 2.8 ... 1.5 ...

[0110] It can be seen from Table 5 above that the temperature of the vehicle's current environment (-7° C.) corresponds to the first compensation coefficient (2.8), the temperature of the vehicle's current environment (-12° C.) corresponds to the first compensation coefficient (1.5), and so on.

[0111] In a possible implementation, a preset one-dimensional relationship correspondence table of vehicle speed and second compensation coefficient, i.e., a third relationship correspondence table, may be stored in the vehicle. In the third relationship correspondence table, the higher the vehicle speed, the smaller the corresponding second compensation coefficient. After obtaining the vehicle speed, the preset third relationship correspondence table may be searched based on the vehicle speed to obtain the second compensation coefficient.

[0112] Among them, the second compensation coefficient is used to compensate for the impact of vehicle speed changes on the output torque of the feel simulation motor. At different vehicle speeds, the feel simulation motor is required to output different output torques to simulate the force feedback in the traditional mechanical steering system. For example, when the vehicle is traveling at a low speed, it is necessary to increase the second compensation coefficient to increase the output torque of the feel simulation motor and reduce the steering response speed; when the vehicle is traveling at a high speed, it is necessary to reduce the second compensation coefficient to reduce the output torque of the feel simulation motor and increase the steering response speed, so as to ensure that the vehicle has good handling and stability under different working conditions.

[0113] Exemplarily, the third relationship correspondence table may be shown in the following Table 6:

[0114] Table 6

[0115] Speed ​​km / h V≤30 30＜V≤60 60＜V≤100 100＜V The second compensation coefficient 0.85 0.7 0.45 0.2

[0116] It can be seen from Table 5 above that the vehicle speed V is less than or equal to 30 km / h and corresponds to the second compensation coefficient (0.85 Nm), the vehicle speed V is greater than 30 km / h and less than or equal to 60 km / h and corresponds to the second compensation coefficient (0.7), the vehicle speed V is greater than 60 km / h and less than or equal to 100 km / h and corresponds to the second compensation coefficient (0.45), and the vehicle speed V is greater than 100 km / h and corresponds to the second compensation coefficient (0.2).

[0117] In a possible implementation, a preset one-dimensional relationship correspondence table of the current rotation angle of the steering wheel and the third compensation coefficient, i.e., a fourth relationship correspondence table, may be stored in the vehicle. In the fourth relationship correspondence table, the larger the current rotation angle of the steering wheel, the smaller the corresponding third compensation coefficient. After the current rotation angle of the steering wheel is obtained, the preset fourth relationship correspondence table may be searched based on the current rotation angle of the steering wheel to obtain the third compensation coefficient.

[0118] Among them, the third compensation coefficient is used to compensate for the influence of the change in the steering wheel rotation angle on the output torque of the feel simulation motor. Similarly, at different steering wheel rotation angles, the feel simulation motor is required to output different output torques to simulate the force feedback in the traditional mechanical steering system. For example, when the steering wheel rotation angle is small, it is necessary to increase the third compensation coefficient to increase the output torque of the feel simulation motor and reduce the steering response speed; when the steering wheel rotation angle is large, it is necessary to reduce the third compensation coefficient to reduce the output torque of the feel simulation motor and increase the steering response speed, so as to ensure that the vehicle has good handling and stability under different working conditions.

[0119] Exemplarily, the fourth relationship correspondence table may be as shown in Table 7 below:

[0120] Table 7

[0121] Steering wheel angle A≤30° 30°＜A≤90° 90°＜A≤120° 120°＜A The third compensation coefficient 0.65 0.5 0.3 0.1

[0122] It can be seen from Table 7 above that the steering wheel angle A, that is, the current rotation angle A of the steering wheel is less than or equal to 30°, corresponds to the third compensation coefficient (0.65), the current rotation angle A of the steering wheel is greater than 30° and less than or equal to 90°, corresponds to the second compensation coefficient (0.5), the current rotation angle A of the steering wheel is greater than 90° and less than or equal to 120°, corresponds to the third compensation coefficient (0.3), and the current rotation angle A of the steering wheel is greater than 120°, corresponds to the third compensation coefficient (0.1).

[0123] Furthermore, after looking up Tables 5 to 7 based on the temperature, vehicle speed and current steering wheel angle to obtain the first compensation coefficient, the second compensation coefficient and the third compensation coefficient, the first compensation coefficient, the second compensation coefficient and the third compensation coefficient can be multiplied to obtain a product, and the product obtained by the multiplication can be used as the target compensation coefficient.

[0124] For example, when the temperature is -7°C, the vehicle speed is 65km / h, and the current steering wheel rotation angle is 92°, the first compensation coefficient can be determined to be 2.8 by looking up Table 5 based on the temperature (-7°C); the second compensation coefficient can be determined to be 0.45 by looking up Table 6 based on the vehicle speed (65km / h); and the third compensation coefficient can be determined to be 0.3 by looking up Table 7 based on the current steering wheel rotation angle (92°). The product of the first compensation coefficient, the second compensation coefficient, and the third compensation coefficient is 2.8×0.45×0.3=0.378, that is, the target compensation coefficient is 0.378.

[0125] In a possible implementation manner, after the target compensation coefficient is obtained, the first compensation torque may be determined based on the initial output torque and the target compensation coefficient.

[0126] Specifically, the initial output torque may be multiplied by the target compensation coefficient to obtain the first compensation torque.

[0127] Exemplarily, when the target compensation coefficient is 0.378 and the initial output torque is 20.44 Nm, the target compensation coefficient (0.378) is multiplied by the initial output torque (20.44 Nm), that is, 0.378×20.44 Nm≈7.726 Nm, and the product (7.726 Nm) is used as the first compensation torque.

[0128] Step 303: determining a target output torque based on the initial output torque and the first compensation torque, wherein the target output torque is less than the initial output torque.

[0129] Specifically, after the initial output torque and the first compensation torque are obtained, the first compensation torque may be subtracted from the initial output torque to obtain the target output torque, ie, the torque that the hand-feel simulation motor will eventually output.

[0130] Exemplarily, when the initial output torque is 20.44 Nm and the first compensation torque is 7.726 Nm, the first compensation torque (7.726 Nm) is subtracted from the initial output torque (20.44 Nm), that is, 20.44 Nm-7.726 Nm=12.714 Nm, and the obtained difference (12.714 Nm) is used as the target output torque.

[0131] Step 304 , controlling the hand-feel simulation motor to output a target output torque.

[0132] Exemplarily, after obtaining the target output torque (12.714 Nm), the vehicle can control the hand-feel simulation motor to output the target output torque (12.714 Nm).

[0133] In summary, the torque control method provided in the embodiment of the present application can obtain the initial output torque of the vehicle's feel simulation motor and determine the first compensation torque of the feel simulation motor in response to the vehicle's steering wheel turning when the vehicle is in a low-temperature environment, and then determine the target output torque based on the initial output torque and the first compensation torque, and finally control the feel simulation motor to output the target output torque. Since the target output torque finally output by the feel simulation motor is less than the initial output torque, the effect of the increase in mechanical friction between the transmission structures inside the feel simulator on the hand force of the driver turning the steering wheel can be reduced, that is, the hand force required by the driver to turn the steering wheel can be reduced, thereby improving the vehicle's controllability and driving comfort.

[0134] It should be noted that since the lubricating performance of the grease in the transmission mechanism of the hand feel simulation motor will increase with the increase of the cumulative rotation angle of the steering wheel, the hand force of the driver turning the steering wheel, that is, the torque applied by the driver to the steering wheel will decrease with the increase of the cumulative rotation angle of the steering wheel. Therefore, in order to ensure the accuracy of the compensation of the initial output torque of the hand feel simulation motor, that is, to ensure the accuracy of the torque output by the hand feel simulation motor, in a possible implementation manner, after controlling the hand feel simulation motor to output the target output torque, a target adjustment value of the target output torque can also be determined; based on the target adjustment value and the target output torque, the adjusted target output torque is determined, and finally the hand feel simulation motor is controlled to output the adjusted target output torque, thereby ensuring the accuracy of the torque output by the hand feel simulation motor.

[0135] The following first describes how to determine the target adjustment value:

[0136] In a possible implementation manner, proportional-integral adjustment may be performed on the cumulative steering wheel rotation angle and the first compensation torque, respectively, so as to obtain a target adjustment value of the target output torque.

[0137] Specifically, the moment when the driver turns the steering wheel can be used as the starting moment to obtain the cumulative turning angle of the steering wheel within a preset time period; based on the cumulative turning angle, the preset time period and the first compensation torque, the target adjustment value of the target output torque is determined.

[0138] Among them, the preset duration is pre-set by the developer based on experimental data. For example, the preset duration may be 5 seconds, 8 seconds, or 15 seconds, etc., and the embodiments of the present application do not limit this.

[0139] In a possible implementation, a preset one-dimensional relationship correspondence table of the cumulative rotation angle of the steering wheel within a preset time period and the proportional gain, i.e., a fifth relationship correspondence table, may be stored in the vehicle. In the fifth relationship correspondence table, a larger cumulative rotation angle corresponds to a larger proportional gain. After obtaining the cumulative rotation angle of the steering wheel within the preset time period, the corresponding fifth relationship correspondence table may be searched based on the cumulative rotation angle to obtain the proportional gain.

[0140] Exemplarily, the fifth relationship correspondence table may be as shown in the following Table 8:

[0141] Table 8

[0142] Cumulative rotation angle B≤30° 30°＜B≤90° 90°＜B≤120° 120°＜B Proportional Gain 0.01 0.03 0.05 0.08

[0143] It can be seen from Table 8 above that when the cumulative rotation angle B of the steering wheel is less than or equal to 30°, the corresponding proportional gain is (0.01); when the cumulative rotation angle B of the steering wheel is greater than 30° and less than or equal to 90°, the corresponding proportional gain is (0.03); when the cumulative rotation angle B of the steering wheel is greater than 90° and less than or equal to 120°, the corresponding proportional gain is (0.05); and when the cumulative rotation angle B of the steering wheel is greater than 120°, the corresponding proportional gain is (0.08).

[0144] Furthermore, after obtaining the proportional gain corresponding to the cumulative rotation angle, a first adjustment value may be determined based on the proportional gain and the first compensation torque, thereby completing the proportional adjustment of the cumulative rotation angle.

[0145] Specifically, the first compensation torque may be multiplied by the proportional gain to obtain the first adjustment value.

[0146] Exemplarily, when the cumulative steering wheel rotation angle is 45° and the first compensation torque is 7.726 Nm, after looking up Table 8 to determine that the proportional gain corresponding to the cumulative steering wheel rotation angle (45°) is 0.03, the first compensation torque (7.726 Nm) is multiplied by the proportional gain (0.03), that is, 7.726 Nm×0.03≈0.232 Nm, and the product (0.232 Nm) is used as the first adjustment value.

[0147] In a possible implementation, the first compensation torque may be integrated based on a preset time period to obtain a cumulative compensation torque of the initial output torque of the hand-feel simulation motor within the preset time period.

[0148] It should be noted that, in this embodiment, the first compensation torque is integrated to obtain the cumulative compensation torque of the initial output torque of the hand feel simulation motor within the preset time length. This can be understood as discretely integrating the first compensation torque to obtain the cumulative compensation torque of the initial output torque of the hand feel simulation motor within the preset time length, that is, all the first compensation torques within the preset time length are added together.

[0149] Specifically, the cumulative compensation torque in the preset time can be calculated by the following formula (1):

[0150]

[0151] Wherein, N is the accumulated compensation torque, n is the first compensation torque, and x is the preset duration.

[0152] Exemplarily, when the preset time length is 5 seconds and the first compensation torque is 7.726 Nm, the first compensation torque within 5 seconds can be cumulatively calculated based on the above formula (1), that is, 7.726 Nm+7.726 Nm+7.726 Nm+7.726 Nm+7.726 Nm=38.63 Nm, and the accumulated sum (38.63 Nm) is used as the cumulative compensation torque.

[0153] In a possible implementation, a preset one-dimensional relationship correspondence table of cumulative compensation torque-integral gain, i.e., a sixth relationship correspondence table, may be stored in the vehicle. In the sixth relationship correspondence table, a larger cumulative compensation torque corresponds to a larger integral gain. After obtaining the above-mentioned cumulative compensation torque, the corresponding sixth relationship correspondence table may be searched based on the cumulative compensation torque to obtain the integral gain.

[0154] Exemplarily, the sixth relationship correspondence table may be as shown in the following Table 9:

[0155] Table 9

[0156] Cumulative compensation torque C≤10Nm ... 30Nm<B≤40Nm ... Integral gain 0.01 ... 0.04 ...

[0157] It can be seen from Table 9 that when the cumulative compensation torque C is less than or equal to 10 Nm, the corresponding integral gain is (0.01); when the cumulative compensation torque C is greater than 30 Nm and less than or equal to 40 Nm, the corresponding proportional gain is (0.04), and so on.

[0158] Further, after the integral gain corresponding to the cumulative compensation torque is obtained, a second adjustment value may be determined based on the cumulative compensation torque and the integral gain, thereby completing the integral adjustment of the cumulative compensation torque.

[0159] Specifically, the accumulated compensation torque may be multiplied by the integral gain to obtain the second adjustment value.

[0160] Exemplarily, when the cumulative compensation torque is 38.63 Nm, after looking up Table 9 to determine that the integral gain corresponding to the cumulative compensation torque (38.63 Nm) is 0.04, the cumulative compensation torque (38.63 Nm) is multiplied by the integral gain (0.04), that is, 38.63 Nm×0.04≈1.55 Nm, and the product (1.55 Nm) is used as the second adjustment value.

[0161] In a possible implementation, after the first adjustment value and the second adjustment value are obtained, the first adjustment value and the second adjustment value may be added to obtain a target adjustment value.

[0162] Exemplarily, when the first adjustment value is 0.232Nm and the second adjustment value is 1.55Nm, the first adjustment value (0.232Nm) and the second adjustment value (1.55Nm) can be added (summed), that is, 0.232Nm+1.55Nm=1.782Nm, and the sum (1.782Nm) can be used as the target adjustment value.

[0163] In a possible implementation, after the target adjustment value is obtained, the adjusted target output torque may be determined based on the target adjustment value and the target output torque, and finally the feel simulation motor may be controlled to output the adjusted target output torque.

[0164] It should be noted that since the lubricating properties of the grease in the transmission mechanism of the feel simulation motor will increase with the increase of the cumulative turning angle of the steering wheel, the driver's hand force in turning the steering wheel will decrease with the increase of the cumulative turning angle of the steering wheel. Therefore, as the cumulative turning angle of the steering wheel increases, it is necessary to reduce the compensation for the initial output torque of the feel simulation motor. That is, after obtaining the target adjustment value, the target output torque can be subtracted from the target adjustment value to obtain the adjusted target output torque, and the feel simulation motor can be controlled to output the adjusted target output torque.

[0165] For example, when the target adjustment value is 1.782NM and the target output torque is 12.714Nm, the target output torque (12.714Nm) and the target adjustment value (1.782Nm) can be subtracted (the difference is calculated), that is, 12.714Nm-1.782Nm=10.932Nm, and then the difference after subtraction (10.932Nm) is used as the adjusted target output torque, and finally the feel simulation motor is controlled to output the adjusted target output torque (10.932Nm).

[0166] Figure 4 It is a structural schematic diagram of a torque control device provided in an embodiment of the present application.

[0167] For example, Figure 4 As shown, the device 400 includes:

[0168] an acquisition module 401, for acquiring an initial output torque of a hand-feel simulation motor of the vehicle and determining a first compensation torque of the hand-feel simulation motor in response to a rotation of a steering wheel of the vehicle when the vehicle is in a low temperature environment, wherein the hand-feel simulation motor is connected to the steering wheel of the vehicle;

[0169] A determination module 402, configured to determine a target output torque based on the initial output torque and the first compensation torque, wherein the target output torque is less than the initial output torque;

[0170] The control module 403 is used to control the hand-feel simulation motor to output a target output torque.

[0171] In one possible implementation, the acquisition module 401 is also used to obtain the temperature of the vehicle's current environment, the torque applied to the steering wheel by the driver, and the initial output torque of the vehicle's feel simulation motor; the determination module 402 is also used to determine the torque threshold applied to the steering wheel by the driver based on a preset reduction ratio and the initial output torque, the reduction ratio being the ratio between the rotation angle of the steering wheel and the rotation angle of the wheel; and when the temperature of the vehicle's current environment is less than the temperature threshold and the torque applied to the steering wheel by the driver is greater than the torque threshold, it is determined that the vehicle is in a low temperature environment.

[0172] In one possible implementation, the acquisition module 401 is further used to acquire the torque applied to the steering wheel by the driver; the determination module 402 is further used to determine a first compensation torque corresponding to the torque applied to the steering wheel by the driver based on a preset first relationship correspondence table; or, the acquisition module 401 is further used to acquire the temperature of the vehicle's current environment, the vehicle's speed and the current rotation angle of the steering wheel; the determination module 402 is further used to determine the target compensation coefficient based on the temperature, the vehicle speed and the current rotation angle of the steering wheel; and the first compensation torque is determined based on the initial output torque and the target compensation coefficient.

[0173] In one possible implementation, the determination module 402 is also used to determine a first compensation coefficient corresponding to the temperature based on a preset second relationship correspondence table; determine a second compensation coefficient corresponding to the vehicle speed based on a preset third relationship correspondence table; determine a third compensation coefficient corresponding to the current rotation angle of the steering wheel based on a preset fourth relationship correspondence table; and multiply the first compensation coefficient, the second compensation coefficient and the third compensation coefficient to obtain a target compensation coefficient.

[0174] In one possible implementation, the acquisition module 401 is also used to obtain the cumulative rotation angle of the steering wheel within a preset time period, taking the moment when the driver turns the steering wheel as the starting moment; the determination module 402 is also used to determine the target adjustment value of the target output torque based on the cumulative rotation angle, the preset time period and the first compensation torque; based on the target adjustment value and the target output torque, determine the adjusted target output torque; the control module is also used to control the feel simulation motor to output the adjusted target output torque.

[0175] In one possible implementation, the determination module 402 is also used to determine the proportional gain corresponding to the cumulative rotation angle based on a preset fifth relationship correspondence table; determine the first adjustment value based on the proportional gain and the first compensation torque; perform an integral operation on the first compensation torque based on a preset time length to obtain the cumulative compensation torque of the hand feel simulation motor within the preset time length; determine the integral gain corresponding to the cumulative compensation torque based on a preset sixth relationship correspondence table; determine the second adjustment value based on the cumulative compensation torque and the integral gain; and sum the first adjustment value with the second adjustment value to obtain the target adjustment value.

[0176] In one possible implementation, the acquisition module 401 is also used to acquire the vehicle speed, the current yaw angular velocity of the vehicle, the current rotation angle of the steering wheel, and the torque applied to the steering wheel by the driver; the determination module 402 is also used to determine the basic output torque of the simulated inductance corresponding to the vehicle speed and the current rotation angle of the steering wheel based on a preset seventh relationship correspondence table; determine the first coefficient corresponding to the current yaw angular velocity of the vehicle based on a preset eighth relationship correspondence table; determine the second coefficient corresponding to the torque applied to the steering wheel by the driver based on a preset ninth relationship correspondence table; and determine the initial output torque based on the basic output torque, the first coefficient, and the second coefficient.

[0177] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0178] For example, Figure 5 As shown, the vehicle 500 includes: a memory 501 and a processor 502, wherein the memory 501 stores an executable program code 503, and the processor 502 is used to call and execute the executable program code 503 to perform a torque control method.

[0179] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to execute a torque control method provided by an embodiment of the present application.

[0180] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0181] It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0182] It should be understood that the device provided in this embodiment is used to execute the above-mentioned torque control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0183] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing related program codes, etc.

[0184] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in conjunction with the disclosure of the present application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0185] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component or a module, and the chip may include a connected processor and a memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a torque control method provided in the above embodiments.

[0186] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement a torque control method provided in the above embodiment.

[0187] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is enabled to execute the above-mentioned related steps to implement a torque control method provided by the above embodiment.

[0188] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0189] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0190] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0191] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A torque control method, characterized in that: Applied to a vehicle equipped with a steer-by-wire system, the method comprises: When the vehicle is in a low temperature environment, in response to the steering wheel of the vehicle turning, obtaining an initial output torque of a hand feeling simulation motor of the vehicle and determining a first compensation torque of the hand feeling simulation motor, wherein the hand feeling simulation motor is connected to the steering wheel of the vehicle; determining a target output torque based on the initial output torque and the first compensation torque, wherein the target output torque is less than the initial output torque; The hand-feel simulation motor is controlled to output the target output torque.

2. The method according to claim 1, characterized in that The method further comprises: Acquiring the temperature of the current environment of the vehicle, the torque applied by the driver to the steering wheel, and the initial output torque of the hand-feel simulation motor of the vehicle; determining a torque threshold applied by the driver to the steering wheel based on a preset reduction ratio and the initial output torque, wherein the reduction ratio is a ratio between a rotation angle of the steering wheel and a rotation angle of the wheels; When the temperature of the current environment of the vehicle is lower than a temperature threshold and the torque applied by the driver to the steering wheel is higher than the torque threshold, it is determined that the vehicle is in a low temperature environment.

3. The method according to claim 1, characterized in that: Determining a first compensation torque of the hand-feel simulation motor includes: obtaining the torque applied by the driver to the steering wheel; Determining a first compensation torque corresponding to the torque applied by the driver to the steering wheel based on a preset first relationship correspondence table; Alternatively, obtaining the temperature of the current environment of the vehicle, the speed of the vehicle, and the current rotation angle of the steering wheel; determining a target compensation coefficient based on the temperature, the vehicle speed, and a current rotation angle of the steering wheel; The first compensation torque is determined based on the initial output torque and the target compensation coefficient.

4. The method according to claim 3, characterized in that The determining of the target compensation coefficient based on the temperature, the vehicle speed and the current rotation angle of the steering wheel includes: Determine a first compensation coefficient corresponding to the temperature based on a preset second relationship correspondence table; Determining a second compensation coefficient corresponding to the vehicle speed based on a preset third relationship correspondence table; Determining a third compensation coefficient corresponding to the current rotation angle of the steering wheel based on a preset fourth relationship correspondence table; The first compensation coefficient, the second compensation coefficient, and the third compensation coefficient are multiplied to obtain the target compensation coefficient.

5. The method according to claim 1, characterized in that After controlling the hand-feel simulation motor to output the target output torque, the method further includes: Taking the moment when the driver turns the steering wheel as the starting moment, obtaining the cumulative turning angle of the steering wheel within a preset time period; determining a target adjustment value of the target output torque based on the accumulated rotation angle, the preset time duration, and the first compensation torque; determining an adjusted target output torque based on the target adjustment value and the target output torque; The hand-feel simulation motor is controlled to output the adjusted target output torque.

6. The method according to claim 5, characterized in that The determining the target adjustment value of the target output torque based on the accumulated rotation angle, the preset time length, and the first compensation torque includes: Determining a proportional gain corresponding to the accumulated rotation angle based on a preset fifth relationship correspondence table; determining a first adjustment value based on the proportional gain and the first compensation torque; Based on the preset time length, performing an integral operation on the first compensation torque to obtain a cumulative compensation torque for the hand feel simulation motor within the preset time length; determining an integral gain corresponding to the accumulated compensation torque based on a preset sixth relationship correspondence table; determining a second adjustment value based on the accumulated compensation torque and the integral gain; The first adjustment value and the second adjustment value are summed to obtain the target adjustment value.

7. The method according to claim 1, characterized in that The method further comprises: Acquiring the vehicle speed, the current yaw rate of the vehicle, the current rotation angle of the steering wheel, and the torque applied by the driver to the steering wheel; Determining, based on a preset seventh relationship correspondence table, a basic output torque of the simulated inductor corresponding to the vehicle speed and the current rotation angle of the steering wheel; Determining a first coefficient corresponding to a current yaw rate of the vehicle based on a preset eighth relationship correspondence table; Determining a second coefficient corresponding to the torque applied to the steering wheel by the driver based on a preset ninth relationship correspondence table; The initial output torque is determined based on the basic output torque, the first coefficient, and the second coefficient.

8. A torque control device, characterized in that: Applicable to a vehicle equipped with a steer-by-wire system, the device comprises: an acquisition module, configured to acquire an initial output torque of a hand-feel simulation motor of the vehicle and determine a first compensation torque of the hand-feel simulation motor in response to a rotation of a steering wheel of the vehicle when the vehicle is in a low-temperature environment, wherein the hand-feel simulation motor is connected to the steering wheel of the vehicle; a determination module, configured to determine a target output torque based on the initial output torque and the first compensation torque, wherein the target output torque is less than the initial output torque; The control module is used to control the hand-feel simulation motor to output the target output torque.

9. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 7 is implemented.

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