Method and device for optimizing hand feeling of steering wheel in intelligent driving process, equipment and medium

Abstract

The invention discloses a hand feeling optimization method and device for a steering wheel in the intelligent driving process, equipment and a medium. The method comprises the steps that the current rotating speed of a steering motor under the current operation working condition is obtained; for example, the current operation working condition can be a mechanical driving working condition or a man-machine co-driving working condition. An actual rotational speed and a target rotational speed are then determined based on the current rotational speed of the steering motor. And determining a current rotating speed difference of the steering motor based on the actual rotating speed and the target rotating speed. And determining a target compensation torque based on the current rotating speed difference and the target torque compensation coefficient, so that the target compensation torque can be applied to the steering motor. By processing the current rotating speed, the target rotating speed for pre-intervention control in order to eliminate the jitter can be determined, so that the reverse torque needing to be applied to the steering motor is determined, the jitter caused by the rotating speed of the steering motor is eliminated as much as possible, the jitter felt when a user holds a steering wheel can be improved, and the user experience is improved. The hand feeling of the user using the steering wheel is optimized.

Description

Technical Field

[0001] This application relates to the technical field of vehicle control, and in particular, to a method, device, equipment, and medium for optimizing the feel of the steering wheel during intelligent driving. Background Art

[0002] Currently, most new energy vehicles are equipped with intelligent driving functions, which can include processes such as machine driving and human-machine co-driving. During the intelligent driving process, the Electrical Power Steering (EPS) can control the steering motor to generate output torques of corresponding directions and magnitudes to achieve the steering operation of the entire vehicle.

[0003] When in the process of machine driving or human-machine co-driving, when controlling the steering wheel to turn, the steering motor will vibrate due to speed fluctuations. When the driver holds the steering wheel, they can feel the vibration of the steering wheel, which affects the user experience. Summary of the Invention

[0004] In view of this, this application provides a method, device, equipment, and medium for optimizing the feel of the steering wheel during intelligent driving, so as to reduce the vibration felt by the user when holding the steering wheel and optimize the user's feel.

[0005] In a first aspect, this application provides a method for optimizing the feel of the steering wheel during intelligent driving, and the method includes:

[0006] Obtain the current speed of the steering motor under the current operating condition;

[0007] Determine the actual speed and the target speed based on the current speed;

[0008] Determine the current speed difference of the steering motor based on the actual speed and the target speed;

[0009] Determine the target compensation torque based on the current speed difference and the target torque compensation coefficient;

[0010] Apply the target compensation torque to the steering motor.

[0011] In a possible implementation manner, when the current operating condition is human-machine co-driving, the process of determining the target torque compensation coefficient includes:

[0012] Obtain the current torque applied by the user to the steering wheel;

[0013] Determine the target torque compensation coefficient corresponding to the current torque according to the corresponding relationship between the torque applied by the user to the steering wheel and the torque compensation coefficient.

[0014] In a possible implementation, determining the actual speed based on the current speed includes:

[0015] Performing a first-order filtering process on the current speed to obtain the actual speed.

[0016] In a possible implementation, determining the target speed based on the current speed includes:

[0017] Performing multiple first-order filtering processes on the current speed to obtain the target speed.

[0018] In a possible implementation, determining the target compensation torque based on the current speed difference and the target torque compensation coefficient includes:

[0019] Obtaining the speed difference of the steering motor at the previous moment;

[0020] Determining the target compensation torque based on the current speed difference, the speed difference at the previous moment, and the target torque compensation coefficient.

[0021] In a possible implementation, the target torque compensation coefficient includes the current torque compensation coefficient and the torque compensation coefficient at the previous moment. Determining the target compensation torque based on the current speed difference, the speed difference at the previous moment, and the target torque compensation coefficient includes:

[0022] Determining a first compensation torque based on the current speed difference and the current torque compensation coefficient;

[0023] Determining a second compensation torque based on the speed difference at the previous moment and the torque compensation coefficient at the previous moment;

[0024] Determining the target compensation torque based on the first compensation torque and the second compensation torque.

[0025] In a possible implementation, determining the target compensation torque based on the current speed difference, the speed difference at the previous moment, and the target torque compensation coefficient includes:

[0026] Obtaining the calibration value of the speed difference compensation;

[0027] Determining the speed difference compensation coefficient based on the magnitude relationship between the current speed difference and the speed difference at the previous moment, and based on the calibration value of the speed difference compensation;

[0028] Determining the target compensation torque based on the current speed difference, the speed difference at the previous moment, the target torque compensation coefficient, and the speed difference compensation coefficient.

[0029] In a second aspect, the present application provides a device for optimizing the feel of a steering wheel during intelligent driving, the device comprising:

[0030] An acquisition unit for acquiring the current speed of the steering motor under the current operating condition;

[0031] A first determination unit for determining an actual speed and a target speed based on the current speed;

[0032] A second determination unit for determining a current speed difference of the steering motor based on the actual speed and the target speed;

[0033] A third determination unit for determining a target compensation torque based on the current speed difference and a target torque compensation coefficient;

[0034] A control unit for applying the target compensation torque to the steering motor.

[0035] In a possible implementation manner, when the current operating condition is human-machine co-driving, the determination process of the target torque compensation coefficient includes:

[0036] Acquiring the current torque applied by the user to the steering wheel; determining the target torque compensation coefficient corresponding to the current torque according to the corresponding relationship between the torque applied by the user to the steering wheel and the torque compensation coefficient.

[0037] In a possible implementation manner, the first determination unit is specifically configured to perform a first-order filtering process on the current speed to obtain the actual speed.

[0038] In a possible implementation manner, the first determination unit is specifically configured to perform multiple first-order filtering processes on the current speed to obtain the target speed.

[0039] In a possible implementation manner, the third determination unit is specifically configured to acquire the speed difference of the steering motor at the previous moment; determine the target compensation torque based on the current speed difference, the speed difference at the previous moment, and the target torque compensation coefficient.

[0040] In a possible implementation manner, the torque compensation coefficient includes a current torque compensation coefficient and a torque compensation coefficient at the previous moment, and the third determination unit is specifically configured to determine a first compensation torque based on the current speed difference and the current torque compensation coefficient; determine a second compensation torque based on the speed difference at the previous moment and the torque compensation coefficient at the previous moment; determine the target compensation torque based on the first compensation torque and the second compensation torque.

[0041] In a possible implementation, the third determination unit is specifically configured to obtain a calibration value for rotational speed difference compensation; determine a rotational speed difference compensation coefficient based on the magnitude relationship between the current rotational speed difference and the rotational speed difference at the previous moment, and based on the calibration value for rotational speed difference compensation; and determine the target compensation torque based on the current rotational speed difference, the rotational speed difference at the previous moment, the target torque compensation coefficient, and the rotational speed difference compensation coefficient.

[0042] In a third aspect, the present application provides a device for optimizing the feel of a steering wheel during an intelligent driving process, the device including: a memory and a processor;

[0043] The memory is used to store relevant program codes;

[0044] The processor is used to call the program codes and execute the method for optimizing the feel of the steering wheel during the intelligent driving process according to any one of the implementations in the first aspect above.

[0045] In a fourth aspect, the present application provides a computer-readable storage medium, which is used to store a computer program, and the computer program is used to execute the method for optimizing the feel of the steering wheel during the intelligent driving process according to any one of the implementations in the first aspect above.

[0046] Thus, the present application has the following beneficial effects:

[0047] In the above implementation of the present application, in order to improve the jitter caused by the rotational speed during the operation of the steering motor, the current rotational speed of the steering motor under the current operating condition can be obtained. For example, the current operating condition can be a machine driving condition or a human-machine co-driving condition. Then, based on the current rotational speed of the steering motor, the actual rotational speed and the target rotational speed are determined. The current rotational speed difference of the steering motor is determined based on the actual rotational speed and the target rotational speed. Based on the current rotational speed difference and the target torque compensation coefficient, the target compensation torque is determined, so that the target compensation torque can be applied to the steering motor. By processing the current rotational speed, the target rotational speed for early intervention control to eliminate jitter can be determined, so as to determine the reverse torque that needs to be applied to the steering motor, which is used to eliminate the jitter caused by the rotational speed of the steering motor as much as possible. In this way, the jitter felt by the user when holding the steering wheel can be improved, and the feel of the user using the steering wheel can be optimized. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments provided in the present application, and those of ordinary skill in the art can also obtain other drawings based on these drawings.

[0049] Figure 1Flowchart of a method for optimizing the feel of the steering wheel during intelligent driving provided by an embodiment of the present application;

[0050] Figure 2 Schematic diagram of the actual speed and target speed of a steering motor provided by an embodiment of the present application;

[0051] Figure 3 Schematic diagram of a device for optimizing the feel of the steering wheel during intelligent driving provided by an embodiment of the present application;

[0052] Figure 4 Schematic diagram of a device for optimizing the feel of the steering wheel during intelligent driving provided by an embodiment of the present application. Detailed implementation manners

[0053] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. The described embodiments are only exemplary embodiments of the present application, not all implementation manners. Those skilled in the art can obtain other embodiments without creative work in combination with the embodiments of the present application, and these embodiments are also within the protection scope of the present application.

[0054] Currently, most new energy vehicles are equipped with intelligent driving functions, and intelligent driving can include processes such as machine driving and human-machine co-driving. When in the process of intelligent driving, the Electrical Power Steering (EPS) can control the steering motor to generate an output torque with corresponding direction and magnitude to achieve the steering operation of the whole vehicle.

[0055] When in the process of machine driving or human-machine co-driving, when controlling the steering wheel to turn, the steering motor will vibrate due to speed fluctuations. When the driver holds the steering wheel, the vibration generated by the steering wheel can be felt, affecting the user experience.

[0056] Specifically, in order to improve the vibration caused by the speed of the steering motor during operation, the current speed of the steering motor under the current operating condition can be obtained. For example, the current operating condition can be a machine driving condition or a human-machine co-driving condition. Then, based on the current speed of the steering motor, the actual speed and the target speed are determined. Based on the actual speed and the target speed, the current speed difference of the steering motor is determined. Based on the current speed difference and the target torque compensation coefficient, the target compensation torque is determined, so that the target compensation torque can be applied to the steering motor. By processing the current speed, the target speed for pre-intervention control to eliminate vibration can be determined, so as to determine the reverse torque that needs to be applied to the steering motor, which is used to eliminate as much as possible the vibration caused by the speed of the steering motor. In this way, the vibration felt by the user when holding the steering wheel can be improved, and the feel of the user using the steering wheel can be optimized.

[0057] To facilitate understanding of the technical solutions provided in the embodiments of the present application, the following will specifically introduce them in conjunction with the accompanying drawings.

[0058] See Figure 1 , Figure 1 which is a flowchart of a method for optimizing the feel of the steering wheel during intelligent driving provided in the embodiments of the present application.

[0059] This method can be executed by the control device of the steering motor. For example, the control device can be a motor controller.

[0060] This method may include the following steps:

[0061] S101: Obtain the current speed of the steering motor under the current operating condition.

[0062] When the steering motor is in the current operating condition, the current speed of the steering motor can be obtained.

[0063] S102: Determine the actual speed and the target speed based on the current speed.

[0064] After obtaining the current speed of the steering motor, the current speed can be processed to determine the actual speed and the target speed.

[0065] Among them, since during the operation of the steering motor, the speed is affected by external factors and there will be some high-frequency noise signals or sudden / fluctuating signals, the current speed can be subjected to first-order filtering to eliminate the high-frequency noise signals as much as possible, and the sudden or fluctuating signals can be smoothed through first-order filtering to make the processed signal more stable. That is, an actual speed closer to the true value can be obtained.

[0066] After the instruction to apply torque to the steering motor is issued, the steering motor requires a communication delay to respond. Relative to the response moment, the torque applied to the steering motor is the torque obtained based on the previous moment, and the speed of the steering motor has changed at the response moment. Therefore, in order to accurately eliminate the speed jitter of the steering motor, the steering motor can be controlled in advance.

[0067] In a possible implementation, the current speed of the steering motor can be subjected to multiple first-order filtering processes to obtain the target speed. The target speed obtained after multiple first-order filtering processes can be understood as the speed state predicted to be reached after applying a reverse torque to the steering motor.

[0068] Optionally, the current speed of the steering motor can also be subjected to a first-order filtering process to obtain the target speed. Compared with obtaining the actual speed through a first-order filtering process on the current speed, the time constants of the two first-order filtering processes are different. For example, the time constant of the first-order filtering for obtaining the target speed can be controlled to be less than the time constant of the first-order filtering for obtaining the actual speed. For details, please refer to Figure 2 As shown, it is a schematic diagram of the actual speed and target speed of a steering motor provided by an embodiment of the present application. Among them, the actual speed of the steering motor is obtained through a first-order filtering process, and the target speed is obtained through multiple first-order filtering processes.

[0069] S103: Determine the current speed difference of the steering motor based on the actual speed and the target speed.

[0070] After determining the actual speed and target speed of the steering motor based on the above method, the current speed difference of the steering motor can be obtained according to the difference between the target speed and the actual speed.

[0071] S104: Determine the target compensation torque based on the current speed difference and the target torque compensation coefficient.

[0072] After determining the current speed difference of the steering motor, the target torque compensation coefficient can be obtained, and the target compensation torque can be determined based on the current speed difference and the target torque compensation coefficient. For example, the target compensation torque can be determined according to the product of the current speed difference and the target torque compensation coefficient.

[0073] Among them, the determination process of the target torque compensation coefficient can be determined according to the current operating condition of the steering motor. In a possible way, when the steering motor is in the machine driving condition, that is, the user does not participate in the steering control and does not apply a steering torque to the steering wheel. At this time, the target compensation coefficient can be a target value determined through multiple tests. That is, during multiple experiments, the specific value of the target compensation coefficient can be adjusted, and then the effects of eliminating the jitter of the steering motor corresponding to different values can be compared, and the compensation coefficient with the best effect in multiple experiments can be determined as the target compensation coefficient.

[0074] In a possible implementation manner, when the steering motor is in the human-machine co-driving condition, that is, the user participates in the steering control and applies a steering torque to the steering wheel. At this time, the target compensation coefficient can also be determined in advance through experiments, and the target compensation coefficient is related to the current torque applied by the user to the steering wheel.

[0075] Specifically, it can be divided into two cases where the torque applied by the user on the steering wheel is in the same direction as or opposite to the torque output by the steering motor. For the case where the torque applied by the user on the steering wheel is in the same direction as the output torque of the steering motor, multiple different magnitude ranges of the torque applied by the user on the steering wheel can be determined. For any range of torque, experiments are conducted to determine multiple compensation coefficients, so that the compensation coefficient with the optimal effect of eliminating the jitter of the steering motor can be determined in this range. That is, the compensation coefficients corresponding to multiple ranges of torque can be determined. Similarly, when the torque applied by the user on the steering wheel is opposite to the output torque of the steering motor, the compensation coefficients corresponding to different ranges of torque can also be determined. Thus, the corresponding relationship between the torque applied by the user on the steering wheel and the compensation coefficient can be established.

[0076] Based on this, when in the working condition of human-machine co-driving, the current torque applied by the current user on the steering wheel can be obtained. Then, according to the pre-established corresponding relationship between the torque applied by the user on the steering wheel and the torque compensation coefficient, the target torque compensation coefficient corresponding to the current torque is determined.

[0077] Optionally, when dividing the working conditions according to the torque applied by the user on the steering wheel, the working conditions can be further divided according to the intensity of the user's control of the steering wheel for steering. Among them, the intensity of steering can be determined according to the steering angle and the steering time, that is, the angle of steering per unit time can represent the intensity of steering. Different intensities of the user's control of the steering wheel for steering can also correspond to different compensation coefficients.

[0078] Based on this, when determining the target torque compensation coefficient, the current torque applied by the user on the steering wheel, the angle of the user's control of the steering wheel for steering, and the steering time can be obtained, and then the corresponding target compensation coefficient is determined based on the corresponding relationship between the torque applied by the user on the steering wheel, the intensity of steering, and the compensation coefficient.

[0079] In a possible implementation manner, the target torque compensation coefficient may include a target phase compensation coefficient and a target amplitude compensation coefficient. Among them, the determination methods of the target phase compensation coefficient and the target amplitude compensation coefficient can refer to the experimental method for determining the target torque compensation coefficient in the above embodiments. Optionally, when the target torque compensation coefficient includes a target phase compensation coefficient and a target amplitude compensation coefficient, the product of the current speed difference and the target phase compensation coefficient and the product of the current speed difference and the target amplitude compensation coefficient can be determined, and then the sum of the above two products is determined as the target compensation torque.

[0080] In a possible implementation, the target compensation torque can also be determined in the following manner. Obtain the rotational speed difference of the steering motor at the previous moment, and then determine the target compensation torque based on the current rotational speed difference, the rotational speed difference at the previous moment, and the target torque compensation coefficient. For example, the target compensation torque can be determined based on the product of the current rotational speed difference and the target torque compensation coefficient, and the product of the rotational speed difference at the previous moment and the target torque compensation coefficient.

[0081] Wherein, the previous moment refers to the previous sampling moment when obtaining the rotational speed of the steering motor, that is, the control device can obtain the rotational speed of the steering motor at fixed sampling intervals. Among them, the principle of determining the rotational speed difference of the steering motor at the previous moment is the same as that of determining the current rotational speed difference. For example, the rotational speed at the previous moment can be subjected to first-order filtering to obtain the actual rotational speed at the previous moment. The rotational speed at the previous moment is subjected to multiple first-order filtering processes to obtain the target rotational speed at the previous moment, so that the rotational speed difference at the previous moment can be determined based on the actual rotational speed at the previous moment and the target rotational speed at the previous moment.

[0082] In a possible implementation, the target compensation coefficient can include the current torque compensation coefficient and the torque compensation coefficient at the previous moment. That is, the torque compensation coefficient corresponding to the current rotational speed difference is different from the torque compensation coefficient corresponding to the rotational speed difference at the previous moment. Then, the first compensation torque can be determined based on the current rotational speed difference and the current torque compensation coefficient, the second compensation torque can be determined based on the rotational speed difference at the previous moment and the torque compensation coefficient at the previous moment, and then the target compensation torque can be determined based on the first compensation torque and the second compensation torque.

[0083] It should be noted that when the target torque compensation coefficient includes the current torque compensation coefficient and the torque compensation coefficient at the previous moment, the principle of determining the current torque compensation coefficient and the torque compensation coefficient at the previous moment is the same as the principle of determining the target torque compensation coefficient in the above embodiments, that is, it can also be determined in advance through multiple experiments.

[0084] In a possible implementation, the rotational speed difference compensation coefficient can also be used to determine the target compensation torque. Specifically, when implementing, first obtain the rotational speed difference compensation calibration value. Among them, the rotational speed difference compensation calibration value can be determined in advance. Then, based on the magnitude relationship between the current rotational speed difference and the rotational speed difference at the previous moment, and based on the rotational speed difference compensation calibration value, determine the rotational speed difference compensation coefficient. Based on the current rotational speed difference, the rotational speed difference at the previous moment, the target torque compensation coefficient, and the rotational speed difference compensation coefficient, determine the target compensation torque.

[0085] Optionally, the rotational speed difference compensation coefficient can be determined as follows: when the current rotational speed difference is greater than or equal to the rotational speed difference at the previous moment, the rotational speed difference compensation coefficient can be determined according to the ratio of the rotational speed difference compensation calibration value to the current rotational speed difference; when the current rotational speed difference is less than the rotational speed difference at the previous moment, the rotational speed difference compensation coefficient can be determined according to the ratio of the rotational speed difference compensation calibration value to the rotational speed difference at the previous moment.

[0086] The following will be introduced in conjunction with a specific application scenario. Specifically, EMSpdAct can be used to represent the actual rotational speed of the steering motor, and EMSpdTgt can be used to represent the target rotational speed of the steering motor. Then the current rotational speed difference can be expressed as ΔEMSpd = EMSpdTgt – EMSpdAct, and the rotational speed difference at the previous moment can be expressed as ΔEMSpd -1 , that is, the value of ΔEMSpd at the previous moment. The target compensation torque is expressed as ΔTqReq, then ΔTqReq = (ΔEMSpd * Kb1 + ΔEMSpd -1 * Kb2) * Factor * (-1), where Kb1 represents the current torque compensation coefficient, Kb2 represents the torque compensation coefficient at the previous moment, Factor represents the rotational speed difference compensation coefficient, and -1 represents the target compensation torque applied and the output torque of the steering motor. Among them, the rotational speed difference compensation coefficient Factor can be expressed as follows:

[0087] When ΔEMSpd ≥ ΔEMSpd -1 : Factor = EMSpd / ΔEMSpd;

[0088] When ΔEMSpd < ΔEMSpd -1 : Factor = EMSpd / ΔEMSpd -1 .

[0089] S105: Apply the target compensation torque to the steering motor.

[0090] After determining the target compensation torque, the control device can apply the target compensation torque to the steering motor to eliminate the jitter generated by the rotational speed of the steering motor and improve the user's hand feeling when holding the steering wheel.

[0091] Through the method provided by the embodiments of the present application, based on the filtering process of the current rotational speed, the target rotational speed for early intervention control to eliminate jitter can be determined, so as to determine the reverse torque that needs to be applied to the steering motor, which is used to eliminate the jitter caused by the rotational speed of the steering motor as much as possible. In this way, the jitter felt by the user when holding the steering wheel can be improved, and the hand feeling of the user using the steering wheel can be optimized.

[0092] Based on the above method embodiments, the embodiments of the present application further provide a device for optimizing the hand feeling of the steering wheel during the intelligent driving process. Refer to Figure 3 ,Figure 3 Schematic diagram of a device for optimizing the feel of a steering wheel during intelligent driving provided by an embodiment of the present application.

[0093] The device 300 includes:

[0094] An acquisition unit 301, configured to acquire the current speed of the steering motor under the current operating condition;

[0095] A first determination unit 302, configured to determine the actual speed and the target speed based on the current speed;

[0096] A second determination unit 303, configured to determine the current speed difference of the steering motor based on the actual speed and the target speed;

[0097] A third determination unit 304, configured to determine the target compensation torque based on the current speed difference and the target torque compensation coefficient;

[0098] A control unit 305, configured to apply the target compensation torque to the steering motor.

[0099] In a possible implementation manner, when the current operating condition is human-machine co-driving, the determination process of the target torque compensation coefficient includes:

[0100] Acquire the current torque applied by the user to the steering wheel; determine the target torque compensation coefficient corresponding to the current torque according to the correspondence between the torque applied by the user to the steering wheel and the torque compensation coefficient.

[0101] In a possible implementation manner, the first determination unit 302 is specifically configured to perform a first-order filtering process on the current speed to obtain the actual speed.

[0102] In a possible implementation manner, the first determination unit 302 is specifically configured to perform multiple first-order filtering processes on the current speed to obtain the target speed.

[0103] In a possible implementation manner, the third determination unit 304 is specifically configured to acquire the speed difference of the steering motor at the previous moment; determine the target compensation torque based on the current speed difference, the speed difference at the previous moment, and the target torque compensation coefficient.

[0104] In a possible implementation manner, the torque compensation coefficient includes the current torque compensation coefficient and the torque compensation coefficient at the previous moment. The third determination unit 304 is specifically configured to determine a first compensation torque based on the current speed difference and the current torque compensation coefficient; determine a second compensation torque based on the speed difference at the previous moment and the torque compensation coefficient at the previous moment; determine the target compensation torque based on the first compensation torque and the second compensation torque.

[0105] In a possible implementation, the third determination unit 304 is specifically configured to obtain a calibration value for rotational speed difference compensation; determine a rotational speed difference compensation coefficient based on the magnitude relationship between the current rotational speed difference and the rotational speed difference at the previous moment, and based on the calibration value for rotational speed difference compensation; and determine the target compensation torque based on the current rotational speed difference, the rotational speed difference at the previous moment, the target torque compensation coefficient, and the rotational speed difference compensation coefficient.

[0106] Based on the above method embodiments and apparatus embodiments, an embodiment of the present application further provides a device for optimizing the feel of a steering wheel during intelligent driving. This will be introduced below with reference to the accompanying drawings.

[0107] See Figure 4 , Figure 4 which is a schematic diagram of a device for optimizing the feel of a steering wheel during intelligent driving provided by an embodiment of the present application.

[0108] The device 400 includes: a memory 401 and a processor 402;

[0109] The memory 401 is used to store relevant program codes;

[0110] The processor 402 is used to call the program codes and execute the method for optimizing the feel of a steering wheel during intelligent driving described in the above method embodiments.

[0111] In addition, an embodiment of the present application further provides a computer-readable storage medium, which is used to store a computer program, and the computer program is used to execute the method for optimizing the feel of a steering wheel during intelligent driving described in the above method embodiments.

[0112] It should be noted that the technical features in the upper-level means provided in the embodiments of the present application are clear to those skilled in the art, and the problems to be solved by the upper-level means are also clear. How to obtain the means for the corresponding features can be selected by those skilled in the art according to specific implementation requirements. The means provided in the present application should not be regarded as a limitation to the solution or the only implementation means.

[0113] It should be noted that the various embodiments in this specification are described in a progressive manner. Each embodiment focuses on the differences from other embodiments. For the same or similar parts among the embodiments, reference can be made to each other. In particular, for system or device embodiments, since they are basically similar to method embodiments, the description is relatively simple. For relevant parts, reference can be made to the partial description of the method embodiments. The device embodiments described above are merely illustrative. The units or modules described as separate components may or may not be physically separated. The components shown as units or modules may or may not be physical modules, that is, they may be located in one place or distributed to multiple network units. Some or all of the units or modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment. A person of ordinary skill in the art can understand and implement it without creative efforts.

[0114] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architectures, functions, and operations of methods, devices, and equipment according to various embodiments of the present application. In this regard, each block in the flowchart or block diagram may represent a module, a program segment, or a part of code, and the module, program segment, or part of code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order from that marked in the accompanying drawings. For example, two consecutive blocks shown may actually be executed substantially in parallel, and they may sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each block in the block diagram and / or flowchart, and the combination of blocks in the block diagram and / or flowchart, can be implemented by a dedicated hardware-based system for performing the specified functions or operations, or can be implemented by a combination of dedicated hardware and computer instructions.

[0115] It should be understood that in the present application, "at least one (item)" means one or more, and "a plurality" means two or more. "And / or" is used to describe the association relationship of associated objects, indicating that three relationships may exist. For example, "A and / or B" can represent: only A exists, only B exists, and both A and B exist at the same time. Here, A and B can be singular or plural. The character " / " generally represents an "or" relationship between the associated objects before and after. "At least one (one) of the following" or its similar expression refers to any combination of these items, including any combination of single item (one) or plural items (ones). For example, at least one (one) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0116] It should also be noted that in this application, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements not only includes those elements, but also includes other elements not expressly listed, or further includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the presence of additional identical elements in the process, method, article or device comprising the said element.

[0117] The steps of the methods or algorithms described in connection with the embodiments disclosed in this application can be implemented directly in hardware, software modules executed by a processor, or a combination of both. The software modules can be placed in a random access memory (RAM), internal memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium well-known in the technical field.

[0118] The foregoing description of the disclosed embodiments enables those skilled in the art to implement or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined in this application can be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application will not be limited to the embodiments shown in this application, but rather to the broadest scope consistent with the principles and novel features disclosed in this application.

Claims

1. A method for optimizing the feel of a steering wheel during intelligent driving, characterized in that: The method comprises: Get the current speed of the steering motor under the current operating condition; determining an actual speed and a target speed based on the current speed; determining a current speed difference of the steering motor based on the actual speed and the target speed; Determining a target compensation torque based on the current speed difference and a target torque compensation coefficient; The target compensation torque is applied to the steering motor.

2. The method according to claim 1, characterized in that When the current operating condition is human-machine co-driving, the process of determining the target torque compensation coefficient includes: Get the current torque applied by the user to the steering wheel; The target torque compensation coefficient corresponding to the current torque is determined according to the corresponding relationship between the torque applied to the steering wheel by the user and the torque compensation coefficient.

3. The method according to claim 1, characterized in that: The determining the actual rotation speed based on the current rotation speed comprises: Perform first-order filtering on the current rotation speed to obtain the actual rotation speed.

4. The method according to claim 1, characterized in that The determining the target speed based on the current speed includes: The current speed is subjected to multiple first-order filtering processes to obtain the target speed.

5. The method according to any one of claims 1 to 4, characterized in that: The determining the target compensation torque based on the current rotation speed difference and the target torque compensation coefficient includes: Obtaining the speed difference of the steering motor at the last moment; The target compensation torque is determined based on the current speed difference, the speed difference at the previous moment, and the target torque compensation coefficient.

6. The method according to claim 5, characterized in that The target torque compensation coefficient includes a current torque compensation coefficient and a torque compensation coefficient at a previous moment. The target compensation torque is determined based on the current speed difference, the speed difference at a previous moment, and the target torque compensation coefficient, including: determining a first compensation torque based on the current speed difference and the current torque compensation coefficient; determining a second compensation torque based on the speed difference at the previous moment and the torque compensation coefficient at the previous moment; The target compensation torque is determined based on the first compensation torque and the second compensation torque.

7. The method according to claim 5, characterized in that The determining the target compensation torque based on the current speed difference, the speed difference at the previous moment and the target torque compensation coefficient includes: Get the speed difference compensation calibration value; Determining a speed difference compensation coefficient based on a magnitude relationship between the current speed difference and the speed difference at the previous moment, and based on the speed difference compensation calibration value; The target compensation torque is determined based on the current speed difference, the speed difference at the previous moment, the target torque compensation coefficient, and the speed difference compensation coefficient.

8. A device for optimizing the feel of a steering wheel during intelligent driving, characterized in that: The device comprises: An acquisition unit, used to acquire the current speed of the steering motor under the current operating condition; A first determining unit, configured to determine an actual speed and a target speed based on the current speed; a second determining unit, configured to determine a current speed difference of the steering motor based on the actual speed and the target speed; a third determining unit, configured to determine a target compensation torque based on the current rotation speed difference and a target torque compensation coefficient; A control unit is used to apply the target compensation torque to the steering motor.

9. A device for optimizing the feel of a steering wheel during intelligent driving, characterized in that: The device comprises: a memory and a processor; The memory is used to store relevant program codes; The processor is used to call the program code to execute the method for optimizing the feel of the steering wheel during the intelligent driving process as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium is used to store a computer program, and the computer program is used to execute the method for optimizing the feel of the steering wheel during the intelligent driving process as described in any one of claims 1 to 7.

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