Steering wheel steering torque management method and related equipment

Abstract

The present application relates to a steering torque management method for a steering wheel and related equipment, and relates to the field of vehicle control technology. The method is applied to a vehicle, and includes: obtaining a target steering angle of the steering wheel. When the target steering angle is close to the virtual end position, the current vehicle speed, the current motor speed, and the steering force borne by the steering wheel by the driver are obtained. According to the target steering angle, the current vehicle speed, the current motor speed, and the steering force, the first steering torque of the steering wheel is determined. The first steering torque is a torque that prevents the steering wheel from continuing to rotate, and the first steering torque is positively correlated with the target steering angle, the current vehicle speed, the current motor speed, and the steering force.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a steering torque management method of a steering wheel and related equipment. Background Art

[0002] With the development of vehicle technology, drivers have higher and higher demands for vehicle steering. The steering system has gradually changed from traditional steering systems such as mechanical steering, hydraulic steering, and electric power steering to wire-controlled steering systems.

[0003] At present, the wire-controlled steering system can provide the driver with an end limit torque (i.e. the steering torque corresponding to the virtual end position) when the steering wheel is at the extreme position, and perform end soft limit to prevent the steering angle of the steering wheel from exceeding the extreme position.

[0004] However, in the above technical solution, a smaller steering torque cannot effectively limit the steering wheel when the steering wheel is at the end limit, and a larger steering torque will cause the steering wheel to rebound due to inertia. Therefore, how to set a suitable steering torque for the steering wheel to achieve effective end limit has become a technical problem that needs to be solved urgently. Summary of the invention

[0005] The present application provides a steering torque management method and related equipment for a steering wheel, so as to at least solve the technical problem of how to set a suitable steering torque for a steering wheel in the related art to achieve effective end limit. The technical solution of the present application is as follows:

[0006] According to the first aspect of the present application, a steering wheel steering torque management method is provided, which is applied to a vehicle, including: obtaining a target steering angle of the steering wheel. When the target steering angle is close to the virtual end position, the current vehicle speed, the current motor speed and the steering force borne by the steering wheel by the driver are obtained. According to the target steering angle, the current vehicle speed, the current motor speed and the steering force, the first steering torque of the steering wheel is determined, the first steering torque is the torque that prevents the steering wheel from continuing to rotate, and the first steering torque is positively correlated with the target steering angle, the current vehicle speed, the current motor speed and the steering force.

[0007] According to the above technical means, when the steering angle of the steering wheel is about to reach the preset virtual end position, the feedback torque that prevents the steering wheel from turning further is determined by referring to the steering wheel angle, the driver's hand force, the motor speed and the vehicle speed. In this way, by setting a suitable steering torque for the steering wheel, the driver is reminded of the steering wheel's rotatable space to achieve effective end limit, thereby achieving control of the steering wheel, making the vehicle more stable and bringing a better driving experience.

[0008] In a possible implementation, the above-mentioned method of "obtaining the current vehicle speed, the current motor speed and the steering force exerted on the steering wheel by the driver when the target steering angle is close to the virtual end position" includes: obtaining the current vehicle speed, the current motor speed and the steering force when the difference between the target steering angle and the virtual end position is less than a preset effective threshold.

[0009] According to the above technical means, a range with a length of a preset effective threshold is divided before the virtual end position, and torque feedback is provided in real time to the steering wheel when the target steering angle is within the range, so that as the distance between the steering angle and the virtual end position decreases within the range, the torque feedback on the steering wheel also increases accordingly, thereby reducing the feedback delay caused by the single feedback method of providing torque to the steering wheel after the target steering angle reaches the virtual end position.

[0010] In a possible implementation manner, the virtual end position satisfies any of the following: the virtual end position is equal to the target product between the end position of the vehicle's wheel steering and a preset steering ratio. The virtual end position is equal to the difference between the target product and a preset deviation. The virtual end position is equal to the end position corresponding to the vehicle's current driving mode.

[0011] According to the above technical means, in the first mode, the virtual end position of the steering wheel can be calculated through the steering ratio and the end position of the wheel steering, which can provide the driver with a basic feel and improve the vehicle's handling performance. In the second mode, the vehicle can pre-plan and reserve a safe distance before the actual virtual end position of the steering wheel. When the steering wheel rotation angle gradually approaches the virtual end position, the vehicle will provide a buffer period to ensure safety and stability during driving. In the third mode, the virtual end position is equal to the corresponding end position of the vehicle in the current driving mode, and different vehicle driving modes correspond to different virtual end positions.

[0012] In a possible implementation, the vehicle includes a plurality of driving modes, and one driving mode corresponds to one end position. The above-mentioned method of "obtaining a target steering angle of the steering wheel" includes: obtaining an initial steering angle of the steering wheel and a historical driving mode of the vehicle. When the current driving mode is different from the historical driving mode, and the initial steering angle is close to the end position corresponding to the current driving mode, a target prompt information is generated, and the target prompt information is used to instruct the driver to return the steering wheel to the center. Then, the target steering angle of the steering wheel after returning to the center is obtained.

[0013] According to the above technical means, when the driving mode is switched, the relationship between the initial steering wheel steering angle and the end position in the current driving mode is determined. Afterwards, when the initial steering wheel steering angle is close to the end position in the current driving mode, the driver needs to be reminded that the initial steering wheel steering angle is not applicable to the torque feedback provided by the end position in the current driving mode (that is, the torque feedback of the initial steering wheel steering angle in the historical driving mode cannot be directly transitioned to the torque feedback in the current driving mode), and the driver is reminded that the virtual end position can be updated to the end position in the current driving mode only after the steering wheel is straightened. In addition, the torque feedback relationship between the end position in the historical driving mode and the initial steering wheel steering angle needs to be retained during the steering wheel straightening process. In this way, the continuity of the torque feedback on the steering wheel during the driving mode switching process can be ensured, thereby improving the driving experience.

[0014] In a possible implementation, the method further includes: when the steering wheel is returned to the center position, updating the virtual end position to an end position corresponding to the current driving mode.

[0015] According to the above technical means, when the steering wheel is returned to the center position, the virtual end position is updated from the end position in the historical driving mode to the end position in the current driving mode, so as to change the state of the virtual end position of the steering wheel to synchronize the demand for the rotatable steering wheel in the current driving mode.

[0016] In a possible implementation, the method further includes: when the target steering angle is far from the virtual end position, obtaining the current vehicle speed and the current motor speed. Then, according to the current vehicle speed and the current motor speed, determining the second steering torque of the steering wheel, the second steering torque is a torque that prevents the steering wheel from continuing to rotate, and the second steering torque is positively correlated with the current vehicle speed and the current motor speed.

[0017] According to the above technical means, by determining the terminal torque of the steering wheel based on the current vehicle speed and the current electrode speed when the steering angle of the steering wheel is away from the virtual end position, the vehicle speed and the electrode speed can be used when exiting the terminal effective range to reduce the torque at the time of exit, thereby effectively reducing the steering wheel rebound.

[0018] According to a second aspect provided by the present application, a steering torque management device for a steering wheel is provided, which is applied to a vehicle. The device includes: an acquisition module and a processing module.

[0019] The acquisition module is used to acquire the target steering angle of the steering wheel. The acquisition module is also used to acquire the current vehicle speed, the current motor speed and the steering force of the steering wheel borne by the driver when the target steering angle is close to the virtual end position. The processing module is used to determine the first steering torque of the steering wheel according to the target steering angle, the current vehicle speed, the current motor speed and the steering force. The first steering torque is the torque that prevents the steering wheel from continuing to rotate, and the first steering torque is positively correlated with the target steering angle, the current vehicle speed, the current motor speed and the steering force.

[0020] In a possible implementation manner, the acquisition module is specifically configured to acquire the current vehicle speed, the current motor speed, and the steering force when the difference between the target steering angle and the virtual end position is less than a preset effective threshold.

[0021] In a possible implementation manner, the virtual end position satisfies any of the following: the virtual end position is equal to the target product between the end position of the vehicle's wheel steering and a preset steering ratio. The virtual end position is equal to the difference between the target product and a preset deviation. The virtual end position is equal to the end position corresponding to the vehicle's current driving mode.

[0022] In a possible implementation, the vehicle includes a plurality of driving modes, and one driving mode corresponds to one end position. The acquisition module is specifically used to acquire the initial steering angle of the steering wheel and the historical driving mode of the vehicle. The processing module is specifically used to generate target prompt information when the current driving mode is different from the historical driving mode and the initial steering angle is close to the end position corresponding to the current driving mode, and the target prompt information is used to instruct the driver to return the steering wheel to the center. The acquisition module is also used to acquire the target steering angle of the steering wheel after returning to the center.

[0023] In a possible implementation manner, the processing module is specifically configured to update the virtual end position to the end position corresponding to the current driving mode when the steering wheel is returned to the center position.

[0024] In a possible implementation, the acquisition module is specifically used to acquire the current vehicle speed and the current motor speed when the target steering angle is far away from the virtual end position. The processing module is specifically used to determine the second steering torque of the steering wheel according to the current vehicle speed and the current motor speed, the second steering torque is the torque that prevents the steering wheel from continuing to rotate, and the second steering torque is positively correlated with the current vehicle speed and the current motor speed.

[0025] According to a third aspect provided by the present application, an electronic device is provided, comprising: a processor and a memory for storing instructions executable by the processor, wherein the processor is configured to execute the instructions to implement a method of any possible implementation of the first aspect above.

[0026] According to the fourth aspect provided by the present application, a computer-readable storage medium is provided. When the instructions in the computer-readable storage medium are executed by a processor of an electronic device, the electronic device is enabled to execute a method of any possible implementation of the above-mentioned first aspect.

[0027] According to a fifth aspect provided by the present application, a computer program product is provided, the computer program product comprising computer instructions, and when the computer instructions are executed on an electronic device, the electronic device executes a method of any possible implementation of the first aspect above.

[0028] Therefore, the above technical features of the present application have the following beneficial effects:

[0029] (1) When the steering angle of the steering wheel is about to reach the preset virtual end position, the feedback torque that prevents the steering wheel from turning further is determined by referring to the steering wheel angle, the driver's hand force, the motor speed and the vehicle speed. In this way, by setting a suitable steering torque for the steering wheel, the driver is reminded of the steering wheel's rotational space to achieve effective end limit, thereby achieving control of the steering wheel, making the vehicle more stable and bringing a better driving experience.

[0030] (2) By dividing a range with a length of a preset effective threshold before the virtual end position, torque feedback is provided in real time to the steering wheel when the target steering angle is within the range, so that as the distance between the steering angle and the virtual end position decreases within the range, the torque feedback on the steering wheel also increases accordingly, thereby reducing the feedback delay caused by a single feedback method of providing torque to the steering wheel after the target steering angle reaches the virtual end position.

[0031] (3) In the first mode, the virtual end position of the steering wheel can be calculated through the steering ratio and the end position of the wheel steering, which can provide the driver with a basic feel and improve the vehicle's handling performance. In the second mode, the vehicle can pre-plan and reserve a safe distance before the actual virtual end position of the steering wheel. When the steering wheel rotation angle gradually approaches the virtual end position, the vehicle will provide a buffer period to ensure safety and stability during driving. In the third mode, the virtual end position is equal to the corresponding end position of the vehicle in the current driving mode, and different vehicle driving modes correspond to different virtual end positions.

[0032] (4) When the driving mode is switched, the relationship between the initial steering wheel steering angle and the end position in the current driving mode is determined. Afterwards, when the initial steering wheel steering angle is close to the end position in the current driving mode, the driver needs to be reminded that the initial steering wheel steering angle is not applicable to the torque feedback provided by the end position in the current driving mode (i.e., the torque feedback of the initial steering wheel steering angle in the historical driving mode cannot be directly transitioned to the torque feedback in the current driving mode), and the driver needs to be reminded that the virtual end position can be updated to the end position in the current driving mode only after the steering wheel is straightened. In addition, the torque feedback relationship between the end position in the historical driving mode and the initial steering wheel steering angle needs to be retained during the steering wheel straightening process. In this way, the continuity of the torque feedback on the steering wheel during the driving mode switching process can be ensured, thereby improving the driving experience.

[0033] (5) When the steering wheel is returned to the center position, the virtual end position is updated from the end position in the historical driving mode to the end position in the current driving mode, so as to change the state of the virtual end position of the steering wheel to synchronize the requirement for the steering wheel to be rotatable in the current driving mode.

[0034] (6) By determining the end torque of the steering wheel based on the current vehicle speed and the current electrode speed when the steering angle of the steering wheel is away from the virtual end position, the vehicle speed and the electrode speed can be used to reduce the torque at the time of exit when exiting the end effective range, thereby effectively reducing the steering wheel rebound.

[0035] It should be noted that the technical effects brought about by any implementation method in the second to fifth aspects can refer to the technical effects brought about by the corresponding implementation method in the first aspect, and will not be repeated here.

[0036] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The drawings herein are incorporated into the specification and constitute a part of the specification, illustrate embodiments consistent with the present application, and together with the specification are used to explain the principles of the present application, and do not constitute an improper limitation on the present application.

[0038] Figure 1 is a schematic diagram of a communication system according to an exemplary embodiment;

[0039] Figure 2 is a schematic diagram showing an example of a steering torque management device for a steering wheel according to an exemplary embodiment;

[0040] Figure 3 is a flow chart of a steering torque management method of a steering wheel according to an exemplary embodiment;

[0041] Figure 4 is a flow chart of another steering torque management method of a steering wheel according to an exemplary embodiment;

[0042] Figure 5 is a flow chart of another steering torque management method of a steering wheel according to an exemplary embodiment;

[0043] Figure 6 is a flow chart of another steering torque management method of a steering wheel according to an exemplary embodiment;

[0044] Figure 7 is a flow chart of another steering torque management method of a steering wheel according to an exemplary embodiment;

[0045] Figure 8 is a block diagram of a steering torque management device for a steering wheel according to an exemplary embodiment;

[0046] Fig. 9 It is a block diagram of an electronic device according to an exemplary embodiment. DETAILED DESCRIPTION

[0047] In order to enable ordinary persons in the art to better understand the technical solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings.

[0048] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the attached claims.

[0049] Before introducing the steering torque management method of the steering wheel of the embodiment of the present application in detail, the implementation environment and application scenarios of the embodiment of the present application are first introduced.

[0050] With the continuous development of steering technology, the steering system has gone through traditional steering systems such as mechanical steering, hydraulic steering, and electronic power steering, and has gradually transformed into the wire-controlled steering that is now attracting much attention. The wire-controlled steering consists of two parts: a road feel feedback mechanism and a steering actuator. Among them, the road feel feedback mechanism can provide the driver with a basic feel, achieving a feel similar to that of a traditional steering mechanism, and the steering actuator can realize the function of steering the vehicle according to the driver's intention. The wire-controlled steering system realizes the decoupling of the tire and the steering wheel, eliminates the mechanical connection between the steering column and the steering wheel, greatly saves space in the cockpit, and provides more space for the installation of the electric adjustment column. At the same time, it also provides more favorable support for catering to high-level intelligent driving and realizing silent steering wheels.

[0051] Since steer-by-wire decouples the steering wheel and tires, different steering ratios can be set according to different working conditions. At low speeds, a larger steering ratio allows the driver to reach the end of the rack travel by turning half a circle. At higher speeds, the driver needs to turn a larger angle to reach the end of the rack travel. Due to different steering ratios, when the steering actuator moves to the end of the rack travel, the end position of the road feel feedback mechanism is different, so different end limit functions need to be designed according to the steering ratio.

[0052] At present, in order to achieve the end limit of the steering wheel, the wheel steering angle corresponding to the mechanical end of the steering actuator in the wire control steering system can be obtained first, and then the current virtual end soft stop angle of the steering actuator is determined based on the wheel steering angle corresponding to the mechanical end of the steering actuator, and the current virtual end soft stop angle is smaller than the wheel steering angle corresponding to the mechanical end. Then, based on the current vehicle speed and the current virtual end soft stop angle, the current limit angle of the steering control mechanism is determined, so that when the steering control mechanism reaches or exceeds the current limit angle, the end limit torque is output, so that the steering control mechanism does not exceed the current limit angle when its rotation angle reaches or exceeds the current limit angle.

[0053] In the prior art, in order to achieve the end limit of the steering wheel, the limit angle of the steering actuator can also be determined by angle self-learning, and the absolute value of the end position learned by the steering actuator is determined according to the limit angle. Then, the absolute value of the end position angle of the road sense controller is calculated, and the difference between it and the current absolute value of the angle of the road sense feedback device is calculated, and then the absolute value diagram of the end limit torque is formed according to the vehicle speed signal and the difference. Finally, the end locking position is determined according to the absolute value diagram of the end limit torque, and the motor reaction torque of the end limit is calculated according to the steering wheel angle sign and the absolute value of the end limit torque.

[0054] However, in the above technical solutions, the torque of the virtual end is usually calculated based on the vehicle speed and the virtual end soft stop angle, so as to achieve the end limit of the steering wheel. For this method, a smaller torque cannot effectively limit the steering wheel, and a larger torque will cause the steering wheel to rebound due to inertia.

[0055] In summary, how to set a suitable steering torque for the steering wheel to achieve effective end limit is a technical problem that needs to be solved urgently.

[0056] In order to solve the above problems, the embodiment of the present application provides a steering torque management method for a steering wheel, which is applied to the scenario of managing the steering torque of the steering wheel, including: through the steering angle of the steering wheel, when the steering angle of the steering wheel is in the terminal effective range, the virtual terminal torque is determined according to the steering wheel angle, the driver's hand force, the motor speed and the vehicle speed. In this way, the driver's driving feel can be simulated through the virtual terminal torque, and a reasonable virtual terminal torque can be set to control the steering wheel, so as to achieve effective terminal limit, and then realize the control of the steering wheel, so as to make the vehicle handling stability better and bring a better driving experience.

[0057] The implementation environment of the embodiments of the present application is introduced below.

[0058] Figure 1 FIG. 1 is a schematic diagram of a communication system according to an exemplary embodiment. Figure 1 As shown, the communication system includes: a collection device 101 and a steering torque management device (such as a management device 102) of a steering wheel. The collection device 101 and the management device 102 are both deployed in the vehicle, and the management device 102 can communicate with the collection device 101 by wire or wireless communication.

[0059] Specifically, the collection device 101 can collect the steering angle of the steering wheel and transmit the collected steering angle of the steering wheel to the management device 102. Then, the management device 102 can compare the steering angle of the steering wheel with the pre-stored virtual end position. When the target steering angle is close to the virtual end position, the collection device 101 can continue to collect the current vehicle speed, the current motor speed and the steering force of the driver on the steering wheel, and send them to the management device 102. Then, the management device 102 can comprehensively refer to the steering angle of the steering wheel, the current vehicle speed, the current motor speed and the steering force of the driver on the steering wheel to determine the torque that prevents the steering wheel from continuing to rotate.

[0060] It should be noted that the embodiment of the present application does not limit the acquisition device 101. For example, the acquisition device 101 may be a camera in a vehicle. For another example, the acquisition device 101 may be a laser radar in a vehicle. For another example, the acquisition device 101 may be a sensor in a vehicle.

[0061] Furthermore, the embodiment of the present application does not limit the number of collection devices 101 , and one collection device 101 may be deployed in a vehicle, or multiple collection devices 101 may be deployed in a vehicle.

[0062] Optionally, the embodiment of the present application does not limit the management device 102, and the management device 102 may be an onboard host in the vehicle, or the management device 102 may be an onboard computer in the vehicle.

[0063] In some embodiments, Figure 2 As shown, the management device 102 may include a steering actuator 201 and a road feedback mechanism 202 .

[0064] Among them, when the factory production line is offline, the steering actuator 201 can perform the first zero-position calibration through the angle sensor, set the default value of the rack travel end after the angle calibration, and send it to the vehicle assembly workshop for subsequent vehicle installation and four-wheel alignment. Then, the steering actuator 201 can perform the second zero-position calibration through the angle sensor, store the angle marked as zero for the second time, and use it as the input for calculating the new rack travel end. According to the angle difference of the two zero-position calibrations, the end position of the steering actuator (i.e., the extreme steering angle of each wheel in the vehicle) is obtained. Then, the steering actuator 201 can send the end position to the road sense feedback mechanism 202, so that the road sense feedback mechanism 202 can determine the virtual end position (i.e., the extreme steering angle of the steering wheel in the vehicle) in combination with the steering ratio.

[0065] It should be noted that, in the process of the management device 102 comprehensively referring to the steering angle of the steering wheel, the current vehicle speed, the current motor speed and the steering force of the driver on the steering wheel to determine the torque that prevents the steering wheel from continuing to rotate, the management device 102 can comprehensively refer to the steering angle of the steering wheel, the current vehicle speed, the current motor speed and the steering force of the driver on the steering wheel through the road feel feedback mechanism 202 to further determine the torque that prevents the steering wheel from continuing to rotate.

[0066] For ease of understanding, the steering torque management method of the steering wheel provided in the present application is specifically introduced below with reference to the accompanying drawings. Figure 3 is a flow chart of a steering torque management method of a steering wheel according to an exemplary embodiment. Figure 3 As shown, the method comprises the following steps:

[0067] S301: Obtain a target steering angle of a steering wheel.

[0068] The target steering angle of the steering wheel may be the angle at which the driver turns the steering wheel during vehicle driving.

[0069] It should be noted that, in the embodiment of the present application, the target steering angle can distinguish the steering direction by positive or negative.

[0070] For example, taking the steering wheel turning left as the positive direction and the steering wheel turning right as the negative direction, if the steering wheel turns left by 60 degrees, the target steering angle of the steering wheel is +60 degrees.

[0071] As a possible implementation method, the management device can obtain the target steering angle by recognizing the driver's action of turning the steering wheel through a camera in the vehicle.

[0072] As another possible implementation, the management device may identify the angle at which the driver turns the steering wheel through a sensor (such as a rotary transformer) on the steering wheel of the vehicle to obtain the target steering angle.

[0073] S302: Determine whether the target steering angle is close to the virtual end position.

[0074] The virtual end position is used to indicate the maximum rotation angle (or position) of the steering wheel, and the maximum rotation angle indicated by the virtual end position is less than or equal to the maximum rotation angle of the steering wheel limited by the mechanical structure.

[0075] For example, the steering wheel is limited by its mechanical structure and its maximum rotatable angle is 270 degrees, so the maximum angle of the virtual end position indication may be 100 degrees.

[0076] In the embodiment of the present application, the virtual end position satisfies any one of the following (1)-(3):

[0077] (1) The virtual end position is equal to the target product between the end position of the vehicle's wheel steering and the preset steering ratio;

[0078] (2) The virtual end position is equal to the difference between the target product and the preset deviation;

[0079] (3) The virtual end position is equal to the end position corresponding to the current driving mode of the vehicle.

[0080] It should be noted that, for the above (1), the end position of the wheel steering is used to indicate the actual steering angle of the front wheels of the vehicle (ie, the maximum rotatable angle of the wheel limited by the mechanical structure).

[0081] As a possible implementation, the management device may store a preset steering ratio in advance. The management device may determine the virtual end position based on the end position of the wheel steering and the preset steering ratio by calculating the target product between the end position of the wheel steering of the vehicle and the preset steering ratio.

[0082] For example, if the end position of the vehicle's wheel steering is 10 degrees and the preset steering ratio is 15:1, the target product is 150 degrees and the virtual end position is 150 degrees.

[0083] In other words, the virtual end position of the steering wheel can be calculated through the steering ratio and the end position of the wheel steering, which can provide the driver with a basic feel and improve the vehicle's handling performance.

[0084] For the above (2), the management device may store a preset deviation in advance. The management device may determine the virtual end position based on the target product and the preset deviation.

[0085] In combination with the above example, the target product is 150 degrees. If the preset deviation is 10 degrees, the virtual end position is 140 degrees.

[0086] That is to say, the vehicle can pre-plan and reserve a safe distance before the actual virtual end position of the steering wheel. When the steering wheel turning angle gradually approaches the virtual end position, the vehicle will provide a buffer period to ensure safety and stability during driving.

[0087] For the above (3), the vehicle includes multiple driving modes (such as game mode, non-game mode, racing mode, leisure mode, etc.), and one driving mode corresponds to one terminal position. The management device can use the terminal position corresponding to the current driving mode of the vehicle as the virtual terminal position.

[0088] It should be noted that in game mode, users can freely set independent virtual end positions on the vehicle's large screen to match the game mode.

[0089] That is to say, the virtual terminal position is equal to the terminal position corresponding to the vehicle in the current driving mode, and different vehicle driving modes correspond to different virtual terminal positions.

[0090] As a possible implementation, the management device may pre-store a preset effective threshold. The management device may determine whether the target steering angle is close to the virtual end position by calculating whether the difference between the target steering angle and the virtual end position is less than the preset effective threshold.

[0091] Wherein, when the difference between the target steering angle and the virtual end position is less than a preset effective threshold, it is determined that the target steering angle is close to the virtual end position. Similarly, when the difference between the target steering angle and the virtual end position is greater than or equal to the preset effective threshold, it is determined that the target steering angle is far from the virtual end position.

[0092] That is to say, the management device can determine the terminal effective interval for providing torque feedback through the virtual terminal position and the preset effective threshold, and then determine whether the target steering angle is within the terminal effective interval.

[0093] For example, if the virtual terminal position is 120 degrees and the preset effective threshold is 10 degrees, the terminal effective interval is (110, 120].

[0094] In some embodiments, if the target steering angle is far from the virtual end position, the management device may obtain the current vehicle speed and the current motor speed. Then, the management device may determine the second steering torque of the steering wheel according to the current vehicle speed and the current motor speed.

[0095] The second steering torque is used to indicate the torque that prevents the steering wheel from continuing to rotate, and the second steering torque is positively correlated with the current vehicle speed and the current motor speed.

[0096] That is to say, the faster the current vehicle speed and the faster the current electrode speed, the greater the second steering torque.

[0097] It should be noted that in the embodiment of the present application, the correspondence between the second steering torque and the current vehicle speed and the current electrode speed can be a linear function relationship, or the correspondence between the second steering torque and the current vehicle speed and the current electrode speed can be a nonlinear function relationship.

[0098] As a possible implementation method, taking the correspondence between the second steering torque and the current vehicle speed and the current electrode speed as a linear function relationship as an example, the correspondence between the second steering torque and the current vehicle speed and the current electrode speed can be expressed by formula one.

[0099] T(w,v)=α·w+β·v Formula 1.

[0100] Wherein, w represents the current motor speed, v represents the current vehicle speed, T represents the second steering torque, α represents the proportional coefficient between the second steering torque and the current motor speed, and β represents the proportional coefficient between the second steering torque and the current vehicle speed.

[0101] For example, if the current electrode rotation speed w is 200 revolutions per minute (rpm), the current vehicle speed v is 60 kilometers per hour (km / h), the proportional coefficient α is 0.05, and the proportional coefficient β is 0.1, then the second steering torque T is 16 Newton meters (Nm).

[0102] It can be understood that by determining the terminal torque of the steering wheel based on the current vehicle speed and the current electrode speed when the steering angle of the steering wheel is away from the virtual end position, the vehicle speed and the electrode speed can be used when exiting the terminal effective range to reduce the torque at the time of exit, thereby effectively reducing the steering wheel rebound.

[0103] In other embodiments, if the target steering angle is close to the virtual end position, the vehicle may execute S303 .

[0104] S303: Obtain the current vehicle speed, the current motor speed, and the steering force exerted on the steering wheel by the driver.

[0105] As a possible implementation method, a collection device is deployed in the vehicle, and the vehicle can obtain the current vehicle speed, the current motor speed and the steering force exerted on the steering wheel by the driver through the collection device.

[0106] That is to say, by dividing a range with a length of a preset effective threshold before the virtual end position, torque feedback is provided in real time to the steering wheel when the target steering angle is within the range, so that as the distance between the steering angle and the virtual end position decreases within the range, the torque feedback on the steering wheel also increases accordingly, thereby reducing the feedback delay caused by the single feedback method of providing torque to the steering wheel after the target steering angle reaches the virtual end position.

[0107] S304: Determine a first steering torque of the steering wheel according to the target steering angle, the current vehicle speed, the current motor speed and the steering force.

[0108] The first steering torque is used to indicate the torque that prevents the steering wheel from continuing to rotate, and the first steering torque is positively correlated with the target steering angle, the current vehicle speed, the current motor speed and the steering force.

[0109] That is, the greater the target steering angle, the current vehicle speed, the current motor speed and the steering force, the greater the second steering torque.

[0110] It should be noted that, for the process in which the management device determines the first steering torque of the steering wheel based on the target steering angle, the current vehicle speed, the current motor speed and the steering force, reference can be made to the introduction in which the management device determines the second steering torque of the steering wheel based on the current vehicle speed and the current motor speed in the above embodiment, which will not be repeated here.

[0111] The technical solution provided by the above embodiment brings at least the following beneficial effects: when the steering angle of the steering wheel is about to reach the preset virtual end position, the feedback torque that prevents the steering wheel from continuing to turn is determined by referring to the steering wheel angle, the driver's hand force, the motor speed and the vehicle speed. In this way, by setting a suitable steering torque for the steering wheel, the driver is reminded of the rotatable space of the steering wheel to achieve effective end limit, thereby achieving control of the steering wheel, making the vehicle operation more stable and bringing a better driving experience.

[0112] It should be noted that the above-mentioned embodiment manages the steering torque of the steering wheel when the virtual terminal position is fixed and unchanged, and as the vehicle driving mode switches, the virtual terminal position will also be dynamically synchronized, and thus the steering torque of the steering wheel needs to be managed based on the updated virtual terminal position.

[0113] In some embodiments, the management device may obtain the initial steering angle of the steering wheel and the historical driving mode of the vehicle. Then, the management device may generate target prompt information when the current driving mode is different from the historical driving mode and the initial steering angle is close to the end position corresponding to the current driving mode. The target prompt information is used to instruct the driver to return the steering wheel to the correct position. Afterwards, the management device may obtain the target steering angle of the steering wheel after returning to the correct position.

[0114] That is to say, when the driving mode is switched, the relationship between the initial steering wheel steering angle and the end position in the current driving mode is determined. Afterwards, when the initial steering wheel steering angle is close to the end position in the current driving mode, the driver needs to be reminded that the initial steering wheel steering angle is not applicable to the torque feedback provided by the end position in the current driving mode (that is, the torque feedback of the initial steering wheel steering angle in the historical driving mode cannot be directly transitioned to the torque feedback in the current driving mode), and the driver is reminded that the virtual end position can be updated to the end position in the current driving mode only after the steering wheel is straightened. In addition, the torque feedback relationship between the end position in the historical driving mode and the initial steering wheel steering angle needs to be retained during the steering wheel straightening process. In this way, the continuity of the torque feedback on the steering wheel during the driving mode switching process can be ensured, thereby improving the driving experience.

[0115] As a possible implementation method, the vehicle can update the virtual end position to the end position corresponding to the current driving mode when the steering wheel is returned to the center position.

[0116] It can be understood that when the steering wheel is returned to the center position, updating the virtual end position from the end position in the historical driving mode to the end position in the current driving mode can change the state of the virtual end position of the steering wheel to synchronize the demand for the steering wheel to be rotatable in the current driving mode.

[0117] The following is an introduction to the steering torque management method of the steering wheel provided in the embodiment of the present application with reference to a specific example, including the following steps 1 to 4:

[0118] Step 1: Perform zero position calibration on the steering actuator to obtain the end position of the steering actuator, such as Figure 4As shown. When the steering actuator is produced at the factory, the left and right strokes of the rack must be symmetrical and locked with external structural parts. At this time, the angle sensor is calibrated for the first zero position. After the angle calibration, the default value of the rack stroke end is set. Usually, half of the maximum stroke is set as the initial default value of the left and right stroke ends. The sample with the initial default value set will be sent to the vehicle assembly workshop for vehicle installation and four-wheel alignment. The zero position at this time is the zero position when the vehicle is driving straight. Then, the angle sensor is calibrated for the second zero position, and the angle marked as zero for the second time is stored as the input for calculating the new rack stroke end. According to the angle difference of the two zero position calibrations, the rack stroke end data is updated. Therefore, the new rack stroke ends are: left = left default initial value - angle marked as zero for the second time, right = right default initial value + angle marked as zero for the second time.

[0119] Step 2: Get the virtual terminal position in the game mode and non-game mode, and make terminal judgment for the game mode and non-game mode, such as Figure 5 In the non-game mode, the end position of the steering actuator is obtained and the non-game mode virtual end position is calculated. The end position can be learned by the steering actuator, and after the end position is learned, it is sent to the road sense feedback mechanism. The road sense feedback mechanism calculates the virtual end position of the non-game mode according to the rack end position and the virtual transmission ratio (that is, the virtual end position is equal to the target product between the end position of the vehicle's wheel steering and the preset steering ratio).

[0120] Since the steer-by-wire system adds a racing game mode, it is necessary to set an independent virtual end position for the game mode, obtain the virtual end position of the road feedback mechanism game mode, and freely set it through the vehicle large screen (that is, the virtual end position is equal to the end position corresponding to the vehicle's current driving mode). Since the steering actuator is a position closed-loop control, there may be overshoot, so when the road feedback mechanism calculates the virtual end position, it is necessary to subtract a calibratable offset as the new virtual end position (that is, the virtual end position is equal to the difference between the target product and the preset deviation).

[0121] When switching between game mode and non-game mode, it is necessary to make a game mode and non-game mode terminal judgment. When switching from non-game mode to game mode, it is necessary to determine whether the current steering wheel angle is within the game mode terminal interval or greater than the game mode terminal position. If so, the driver needs to be prompted to return the steering wheel. After the driver returns the steering wheel, the game mode terminal limit can take effect. Similarly, if the driver switches from game mode to non-game mode, it is necessary to determine whether the current steering wheel angle is within the non-game mode terminal interval or greater than the non-game mode terminal position. If so, the driver needs to be prompted to return the steering wheel. After the driver returns the steering wheel, the non-game mode terminal limit can take effect (that is, the management device can obtain the initial steering angle of the steering wheel and the historical driving mode of the vehicle. Then, the management device can generate target prompt information when the current driving mode is different from the historical driving mode and the initial steering angle is close to the terminal position corresponding to the current driving mode. The target prompt information is used to instruct the driver to return the steering wheel. Afterwards, the management device can obtain the target steering angle of the steering wheel after returning to the center).

[0122] Step 3: Set the terminal effective range, such as Figure 6 First, the virtual end position of the road feedback mechanism, the steering wheel angle, and the driver's hand force are obtained, and the interval before the end position is set as the end effective interval (i.e., the preset effective threshold). In this interval, the product of the angle sign and the driver's hand force is used as the judgment of entering and exiting the end. If the calculated result is a positive number, it is judged to have entered the end, and if it is a negative number, it is judged to have exited the end.

[0123] Step 4: Calculate the virtual end torque under different end states, such as Figure 7 shown.

[0124] First, obtain the steering wheel angle, driver's hand force, motor speed, virtual terminal effective range, terminal state, and determine whether the virtual terminal state is entry.

[0125] The terminal state is to enter and be in the terminal effective range, and a virtual terminal torque generated according to the position is set according to the steering wheel angle (i.e., the terminal angle torque is calculated). Among them, the terminal angle torque = Map (steering wheel angle, vehicle speed). This torque should not be too large. Excessive torque will cause severe rebound of the steering wheel. It is mainly to ensure the end limit when the driver takes the steering wheel out of the hand or the hand force is very small.

[0126] The terminal state is entering and being in the terminal effective range, and a virtual terminal torque generated according to the driver's hand force is set (i.e., the terminal hand force torque is calculated). Among them, the terminal hand force torque = Map (driver's hand force, vehicle speed). This torque increases with the increase of the driver's hand force and decreases with the decrease of the driver's hand force, so it will form a feeling similar to a spring. The virtual terminal limit is mainly limited by this function.

[0127] In the terminal effective range, a virtual terminal torque generated according to the motor speed is set according to the motor speed (i.e., the terminal damping torque is calculated). Among them, the terminal damping torque = Map (motor speed, vehicle speed). This torque increases with the increase of motor speed and decreases with the decrease of motor speed. This torque is effective when entering and exiting the terminal. It is effective when entering the terminal in order to establish the torque faster and realize the terminal limit function. It is effective when exiting the terminal in order to reduce the torque when exiting, which can effectively reduce the rebound of the steering wheel.

[0128] When the virtual terminal state is entry, the virtual terminal torque is the sum of the terminal angle torque, the terminal hand force torque and the terminal damping torque (i.e., virtual terminal torque = terminal angle torque + terminal hand force torque + terminal damping torque); when the virtual terminal state is exit, the virtual terminal torque is equal to the terminal damping torque.

[0129] It is understandable that the vehicle can perform zero-position calibration to self-learn the end position of the steering actuator when it is offline, and calculate the virtual end position of the road feel feedback mechanism based on the self-learned rack end position and the virtual transmission ratio. Then, the virtual end protection torque can be calculated based on the virtual end position, motor speed, steering wheel angle and driver's hand force. The greater the driver's hand force at the virtual end, the greater the virtual end torque provided. At the same time, adding a damping function during the exit process can effectively reduce the rebound of the steering wheel.

[0130] The above mainly introduces the solution provided by the embodiment of the present application from the perspective of the method. In order to achieve the above functions, the steering torque management device or equipment of the steering wheel includes hardware structures and / or software modules corresponding to the execution of each function. Those skilled in the art should easily realize that, in combination with the units and algorithm steps of each example described in the embodiments disclosed herein, the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of this application.

[0131] The embodiment of the present application can divide the steering torque management device or equipment of the steering wheel into functional modules according to the above method. For example, the steering torque management device or equipment of the steering wheel can include various functional modules corresponding to the various functional divisions, or two or more functions can be integrated into one processing module. The above integrated modules can be implemented in the form of hardware or in the form of software functional modules. It should be noted that the division of modules in the embodiment of the present application is schematic and is only a logical functional division. There may be other division methods in actual implementation.

[0132] Figure 8 is a block diagram of a steering wheel steering torque management device according to an exemplary embodiment, wherein the steering wheel steering torque management device is applied to a vehicle and is used to perform Figure 3 The steering torque management device 800 of the steering wheel includes: an acquisition module 801 and a processing module 802.

[0133] The acquisition module 801 is used to acquire the target steering angle of the steering wheel. The acquisition module 801 is also used to acquire the current vehicle speed, the current motor speed and the steering force of the steering wheel borne by the driver when the target steering angle is close to the virtual end position. The processing module 802 is used to determine the first steering torque of the steering wheel according to the target steering angle, the current vehicle speed, the current motor speed and the steering force. The first steering torque is the torque that prevents the steering wheel from continuing to rotate, and the first steering torque is positively correlated with the target steering angle, the current vehicle speed, the current motor speed and the steering force.

[0134] In a possible implementation, the acquisition module 801 is specifically configured to acquire the current vehicle speed, the current motor speed, and the steering force when the difference between the target steering angle and the virtual end position is less than a preset effective threshold.

[0135] In a possible implementation manner, the virtual end position satisfies any of the following: the virtual end position is equal to the target product between the end position of the vehicle's wheel steering and a preset steering ratio. The virtual end position is equal to the difference between the target product and a preset deviation. The virtual end position is equal to the end position corresponding to the vehicle's current driving mode.

[0136] In a possible implementation, the vehicle includes a plurality of driving modes, and one driving mode corresponds to one end position. The acquisition module 801 is specifically used to acquire the initial steering angle of the steering wheel and the historical driving mode of the vehicle. The processing module 802 is specifically used to generate target prompt information when the current driving mode is different from the historical driving mode and the initial steering angle is close to the end position corresponding to the current driving mode. The target prompt information is used to instruct the driver to return the steering wheel to the center. The acquisition module 801 is also used to acquire the target steering angle of the steering wheel after returning to the center.

[0137] In a possible implementation, the processing module 802 is specifically configured to update the virtual end position to the end position corresponding to the current driving mode when the steering wheel is returned to the center position.

[0138] In a possible implementation, the acquisition module 801 is specifically used to acquire the current vehicle speed and the current motor speed when the target steering angle is far away from the virtual end position. The processing module 802 is specifically used to determine the second steering torque of the steering wheel according to the current vehicle speed and the current motor speed, the second steering torque is a torque that prevents the steering wheel from continuing to rotate, and the second steering torque is positively correlated with the current vehicle speed and the current motor speed.

[0139] Regarding the device in the above embodiment, the specific manner in which each unit performs the operation has been described in detail in the embodiment of the method, and will not be elaborated here.

[0140] Fig. 9 FIG. 1 is a block diagram of an electronic device according to an exemplary embodiment. Fig. 9 As shown, the electronic device 900 includes but is not limited to: a processor 901 and a memory 902 .

[0141] The memory 902 is used to store executable instructions of the processor 901. It can be understood that the processor 901 is configured to execute instructions to implement the steering torque management method of the steering wheel in the above embodiment.

[0142] It should be noted that those skilled in the art can understand that Fig. 9 The electronic device structure shown in the figure does not constitute a limitation on the electronic device, and the electronic device may include Fig. 9 More or fewer components may be shown, or certain components may be combined, or the components may be arranged differently.

[0143] The processor 901 is the control center of the electronic device. It uses various interfaces and lines to connect various parts of the entire electronic device. By running or executing software programs and / or modules stored in the memory 902, and calling data stored in the memory 902, it performs various functions of the electronic device and processes data, thereby monitoring the electronic device as a whole. The processor 901 may include one or more processing units. Optionally, the processor 901 may integrate an application processor and a modem processor, wherein the application processor mainly processes the operating system, user interface, and application programs, and the modem processor mainly processes wireless communications. It is understandable that the above-mentioned modem processor may not be integrated into the processor 901.

[0144] The memory 902 may be used to store software programs and various data. The memory 902 may mainly include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application program required by at least one functional module (such as a processing unit), etc. In addition, the memory 902 may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0145] In an exemplary embodiment, a computer-readable storage medium including instructions is also provided, such as a memory 902 including instructions. The above instructions can be executed by the processor 901 of the electronic device 900 to implement the steering torque management method of the steering wheel in the above embodiment.

[0146] In actual implementation, Figure 8 The functions of the acquisition module 801 and the processing module 802 can be obtained by Fig. 9 The processor 901 in the memory 902 calls the computer program stored in the memory 902. The specific execution process can refer to the description of the steering torque management method of the steering wheel in the above embodiment, which will not be repeated here.

[0147] Optionally, the computer-readable storage medium may be a non-temporary computer-readable storage medium, for example, the non-temporary computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, an optical data storage device, etc.

[0148] In an exemplary embodiment, the present application also provides a computer program product including one or more instructions, which can be executed by a processor of an electronic device to complete the steering torque management method of the steering wheel in the above embodiment.

[0149] It should be noted that when the instructions in the above-mentioned computer-readable storage medium or one or more instructions in the computer program product are executed by the processor of the electronic device, the various processes of the above-mentioned steering torque management method embodiment of the steering wheel are implemented, and the same technical effect as the above-mentioned steering torque management method of the steering wheel can be achieved. To avoid repetition, they will not be repeated here.

[0150] Through the description of the above implementation methods, technical personnel in the relevant field can clearly 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.

[0151] In the several 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.

[0152] The units described as separate components may or may not be physically separated, and the components shown as units may be one physical unit or multiple physical units, that is, they may be located in one place or distributed in multiple different places. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0153] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0154] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application is essentially 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, which is stored in a storage medium and includes several instructions to enable a device (which can be a single-chip microcomputer, chip, etc.) or a processor (processor) to perform all or part of the steps of the various embodiments of the present application. The aforementioned storage medium includes: various media that can store program codes, such as USB flash drives, mobile hard drives, ROM, RAM, magnetic disks or optical disks.

[0155] The above are only specific implementations of the present application, but the protection scope of the present application is not limited thereto, and any changes or substitutions within the technical scope disclosed in the present application 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 steering torque management method for a steering wheel, characterized in that: Applied to a vehicle, the method comprises: Get the target steering angle of the steering wheel; When the target steering angle is close to the virtual end position, obtaining the current vehicle speed, the current motor speed and the steering force exerted on the steering wheel by the driver; The first steering torque of the steering wheel is determined according to the target steering angle, the current vehicle speed, the current motor speed and the steering force. The first steering torque is a torque that prevents the steering wheel from continuing to rotate, and the first steering torque is positively correlated with the target steering angle, the current vehicle speed, the current motor speed and the steering force.

2. The method according to claim 1, characterized in that When the target steering angle is close to the virtual end position, obtaining the current vehicle speed, the current motor speed and the steering force of the steering wheel borne by the driver includes: When the difference between the target steering angle and the virtual end position is less than a preset effective threshold, the current vehicle speed, the current motor speed and the steering force are obtained.

3. The method according to claim 1, characterized in that The virtual end position satisfies any of the following: The virtual end position is equal to the target product between the end position of the wheel steering of the vehicle and a preset steering ratio; The virtual end position is equal to the difference between the target product and a preset deviation; The virtual end position is equal to the end position corresponding to the current driving mode of the vehicle.

4. The method according to claim 3, characterized in that The vehicle includes a plurality of driving modes, and each driving mode corresponds to an end position; The obtaining of the target steering angle of the steering wheel comprises: Acquiring an initial steering angle of the steering wheel and a historical driving mode of the vehicle; generating target prompt information when the current driving mode is different from the historical driving mode and the initial steering angle is close to the end position corresponding to the current driving mode, wherein the target prompt information is used to instruct the driver to return the steering wheel to the center position; Obtain a target steering angle of the steering wheel after returning to the center position.

5. The method according to claim 4, characterized in that The method further comprises: When the steering wheel is returned to the center position, the virtual end position is updated to the end position corresponding to the current driving mode.

6. The method according to any one of claims 1 to 5, characterized in that The method further comprises: When the target steering angle is far away from the virtual end position, obtaining the current vehicle speed and the current motor speed; The second steering torque of the steering wheel is determined according to the current vehicle speed and the current motor speed. The second steering torque is a torque that prevents the steering wheel from continuing to rotate, and the second steering torque is positively correlated with the current vehicle speed and the current motor speed.

7. A steering torque management device for a steering wheel, characterized in that: Applied to a vehicle, the device comprises: An acquisition module is used to acquire a target steering angle of a steering wheel; a processing module, configured to obtain, when the target steering angle is close to the virtual end position, the current vehicle speed, the current motor speed, and the steering force exerted on the steering wheel by the driver; The processing module is also used to determine the first steering torque of the steering wheel based on the target steering angle, the current vehicle speed, the current motor speed and the steering force. The first steering torque is a torque that prevents the steering wheel from continuing to rotate, and the first steering torque is positively correlated with the target steering angle, the current vehicle speed, the current motor speed and the steering force.

8. An electronic device, characterized in that: include: processor; A memory for storing the processor executable instructions; wherein the processor is configured to execute the instructions to implement the method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that: When the computer-executable instructions stored in the computer-readable storage medium are executed by a processor of an electronic device, the electronic device can perform the method as claimed in any one of claims 1 to 6.

10. A computer program product, characterized in that The computer program product comprises computer program instructions which, when executed, implement the method according to any one of claims 1 to 6.

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