A steering wheel control method and device of a vehicle, a vehicle and a storage medium

Abstract

This application relates to a steering wheel control method and device for a vehicle, a vehicle, and a storage medium. The method includes: responding to a game start command from a first object, and starting a game mode when the vehicle meets first preset conditions; determining a target virtual rack force based on the actual operating parameters of the vehicle and the virtual operating parameters of the virtual vehicle in the game mode; determining a steering feedback torque and a vibration feedback torque of the steering wheel based on the actual operating parameters, the virtual operating parameters, and the target virtual rack force; and controlling the vehicle's steering wheel to output the steering feedback torque and the vibration feedback torque. This application calculates the target virtual rack force by combining the vehicle's actual operating state and virtual operating state, and generates steering feedback torque and vibration feedback torque based on the rack force and operating parameters, thereby achieving precise control of the steering wheel.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, specifically to a steering wheel control method and device for a vehicle, a vehicle, and a storage medium. Background Technology

[0002] Steer-by-wire systems use electronic signals to control the steering wheel, offering high flexibility and programmability. In in-vehicle entertainment applications, steer-by-wire technology can simulate a realistic driving experience, allowing users to enjoy immersive games such as racing games while in the car, thereby enhancing the realism and interactivity of the game.

[0003] However, existing technologies have low accuracy in generating feedback torque during the determination of steering wheel feedback torque, which affects the user's immersion and the realism of the control. Summary of the Invention

[0004] This application provides a steering wheel control method and device for a vehicle, a vehicle, and a storage medium, which can improve the accuracy of steering wheel feedback torque.

[0005] This application provides a vehicle steering wheel control method, the method including:

[0006] In response to the game start command from the first object, the game mode is started if the vehicle meets the first preset conditions;

[0007] The target virtual rack force is determined based on the actual operating parameters of the vehicle and the virtual operating parameters of the virtual vehicle in the game mode.

[0008] Based on actual operating parameters, virtual operating parameters, and target virtual rack force, the steering feedback torque and vibration feedback torque of the steering wheel are determined.

[0009] Controls the vehicle's steering wheel to output steering feedback torque and vibration feedback torque.

[0010] Based on the aforementioned technical means, the game mode is activated when the vehicle meets specific conditions. The target virtual rack force is calculated by combining the vehicle's actual and virtual operating states. Steering feedback torque and vibration feedback torque are then generated based on this rack force and operating parameters, thereby achieving precise control of the steering wheel. In this way, by fusing real driving data with virtual driving data, the accuracy of the steering wheel feedback torque can be improved, thus more accurately reflecting the road conditions and scenarios in the game, thereby enhancing the realism of the gaming experience.

[0011] In some embodiments, actual operating parameters include steering wheel angle, steering wheel angular velocity, and driver's hand force; virtual operating parameters include virtual vehicle speed, virtual lateral acceleration, road surface slope coefficient, adhesion coefficient, and road type; based on the obtained actual operating parameters of the vehicle and the virtual operating parameters of the virtual vehicle in game mode, the target virtual rack force is determined, including:

[0012] The first rack force is determined based on the obtained steering wheel angle, steering wheel angular velocity, driver's hand force, virtual vehicle speed, and virtual lateral acceleration.

[0013] The second rack force is determined based on the pavement slope coefficient, adhesion coefficient, and road type.

[0014] The target virtual rack force is determined based on the first rack force and the second rack force.

[0015] Based on the aforementioned technical methods, key parameters are extracted from steering wheel operation status and virtual road condition information to calculate the first and second rack forces, which are then synthesized into a target virtual rack force. This approach achieves two goals: firstly, by introducing virtual environmental parameters such as road surface slope coefficient and adhesion coefficient, the rack force simulation becomes more closely resembles real-world driving scenarios; secondly, by utilizing multi-parameter superposition, the accuracy of rack force calculation is improved, thereby enhancing the realism and stability of the tactile feedback.

[0016] In some embodiments, determining the first rack force based on steering wheel angle, steering wheel angular velocity, driver's hand force, virtual vehicle speed, and virtual lateral acceleration includes:

[0017] Determine the initial rack force from the first mapping table based on the steering wheel angle;

[0018] A first correction coefficient is determined based on the steering wheel angular velocity and the driver's hand force, wherein the first correction coefficient is positively correlated with the steering wheel angular velocity and the driver's hand force.

[0019] A second correction coefficient is determined based on the virtual vehicle speed and virtual lateral acceleration; wherein, the second correction coefficient is positively correlated with the virtual vehicle speed and the virtual lateral acceleration.

[0020] The first rack force is determined based on the first correction coefficient, the second correction coefficient, and the initial rack force.

[0021] Based on the aforementioned technical means, the initial rack force is obtained through a first mapping table and corrected according to the dynamic parameters of the steering wheel and the virtual vehicle state, thus obtaining a first rack force that better matches the current driving situation. In this way, by introducing a mapping table and a dynamic correction mechanism, the calculation of the initial rack force becomes more flexible, thereby improving the accuracy of the first rack force calculation and enhancing the realism of the tactile feedback.

[0022] In some embodiments, the steering torque includes return torque, damping torque, inertia compensation torque, and closed-loop hand force torque; actual operating parameters include steering wheel angle, steering wheel angular velocity, driver's hand force, and motor speed; virtual operating parameters include virtual vehicle speed; based on the actual operating parameters, virtual operating parameters, and target virtual rack force, the steering feedback torque of the steering wheel is determined, including:

[0023] Based on the target virtual rack force, driver's hand force, and virtual vehicle speed, determine the closed-loop torque of the hand force;

[0024] The return torque is determined based on the steering wheel angle, steering wheel angular velocity, and virtual vehicle speed.

[0025] The damping torque is determined based on the steering wheel angle, steering wheel angular velocity, virtual vehicle speed, driver's hand force, and target virtual rack force.

[0026] The inertial compensation torque is determined based on the driver's hand force, motor speed, and virtual vehicle speed.

[0027] The steering feedback torque of the steering wheel is determined based on the return torque, damping torque, inertia compensation torque, and closed-loop hand force torque.

[0028] Based on the aforementioned technical means, multiple sub-torques are combined to form a total steering feedback torque, which can simulate steering wheel behavior under different driving scenarios. In this way, on the one hand, by subdividing the action mechanism of each sub-torque, the overall feedback logic becomes clearer and more controllable; on the other hand, by combining real driving input with virtual vehicle status, the steering wheel feel can be simulated more accurately, thereby improving the user experience.

[0029] In some embodiments, the game scenarios in the game mode include at least one of the following: Aggressive mode, High-frequency mode, and Lag mode; actual operating parameters include steering wheel angle and driver's hand force; virtual operating parameters include virtual wheel angle; based on the actual operating parameters, virtual operating parameters, and target virtual rack force, the vibration feedback torque of the vehicle's steering wheel is determined, including:

[0030] When the game scene is in a violent mode, the vibration frequency and amplitude of the steering wheel in violent mode are determined based on the state of the virtual vehicle in violent mode.

[0031] When the game scene is in high-frequency mode, the high-frequency torque is determined based on the target virtual rack force;

[0032] When the game scene is in a stuck mode, the stuck torque is determined based on the steering wheel angle, the virtual wheel angle, and the driver's hand force.

[0033] The vibration feedback torque of the steering wheel is determined based on the vibration frequency, vibration amplitude, high-frequency torque, and locking torque.

[0034] Based on the aforementioned technical means, different vibration feedback strategies are set according to different game scenarios, thereby enhancing the diversity and realism of the gaming experience. In this way, on the one hand, by distinguishing the vibration characteristics under different scenarios, users can more intuitively perceive events occurring in the game; on the other hand, by comprehensively considering parameters such as steering wheel position, virtual vehicle state, and rack force, the vibration feedback becomes more reasonable and predictable.

[0035] In some embodiments, determining the high-frequency torque based on the target virtual rack force includes:

[0036] Based on the target virtual rack force, the high-frequency initial motor torque is determined from the second mapping table; wherein, the target virtual rack force and the high-frequency initial motor torque are positively correlated.

[0037] High-frequency features are extracted from the target virtual rack force to determine the high-frequency gain coefficient;

[0038] The high-frequency torque is determined based on the initial high-frequency motor torque and the high-frequency gain coefficient.

[0039] Based on the above technical means, the mapping relationship is used to quickly locate the basic vibration parameters, which improves the system response efficiency; furthermore, the vibration intensity can be further adjusted by the gain coefficient, making the high-frequency vibration feedback more accurate.

[0040] In some embodiments, in response to a game launch command from a first object, if the vehicle meets a first preset condition, the game mode is launched, including:

[0041] In response to the game start command from the first object, obtain the vehicle's speed, gear status, and battery level.

[0042] The game mode is activated when the vehicle speed is 0, the gear is in park, and the battery level is greater than the preset battery level threshold.

[0043] Based on the aforementioned technical means, by setting activation conditions, the game mode is ensured to be enabled under safe and reliable conditions. This avoids accidental activation of the game function under unsuitable driving conditions, ensuring driving safety; furthermore, by monitoring battery power, it prevents system malfunctions or a decline in user experience due to insufficient power.

[0044] This application provides a vehicle steering wheel control device, the device comprising:

[0045] The starting unit is used to respond to the game start command of the first object and start the game mode when the vehicle meets the first preset conditions;

[0046] The first determining unit is used to determine the target virtual rack force based on the actual operating parameters of the vehicle and the virtual operating parameters of the virtual vehicle in the game mode;

[0047] The second determining unit is used to determine the steering feedback torque and the vibration feedback torque of the steering wheel based on the actual operating parameters, virtual operating parameters and the target virtual rack force.

[0048] The control unit is used to control the steering wheel output of steering feedback torque and vibration feedback torque of the vehicle.

[0049] This application provides an electronic device, including a processor and a memory. The memory stores a computer program that can run on the processor. When the processor executes the computer program, it implements the steps in any of the above methods.

[0050] This application provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps in any of the above methods.

[0051] This application provides a computer program product, including a computer program or instructions, which, when executed by a processor, implement the steps of any of the above methods.

[0052] This application provides a vehicle that includes the aforementioned electronic equipment.

[0053] The beneficial effects of this invention are:

[0054] (1) The game mode is activated when the vehicle meets specific conditions. The target virtual rack force is calculated by combining the actual and virtual operating states of the vehicle. Based on this rack force and operating parameters, steering feedback torque and vibration feedback torque are generated, thereby achieving precise control of the steering wheel. In this way, by fusing real driving data with virtual driving data, the accuracy of the steering wheel feedback torque can be improved, thus more accurately reflecting the road conditions and scenarios in the game, thereby enhancing the realism of the game experience.

[0055] (2) On the one hand, by introducing virtual environmental parameters such as road slope coefficient and adhesion coefficient, the rack force simulation is closer to the real driving situation; on the other hand, by using the method of multi-parameter superposition, the accuracy of rack force calculation is improved, thereby improving the realism and stability of the hand feel feedback.

[0056] (3) By introducing a mapping table and a dynamic correction mechanism, the initial rack force calculation is made more flexible, which can improve the accuracy of the first rack force calculation and improve the realism of the tactile feedback.

[0057] (4) On the one hand, by subdividing the action mechanism of each sub-torque, the overall feedback logic becomes clearer and more controllable; on the other hand, by combining real driving input with virtual vehicle status, the steering wheel feel can be simulated more accurately, thereby improving the user experience.

[0058] (5) On the one hand, by distinguishing the vibration characteristics in different scenarios, users can perceive the events that occur in the game more intuitively; on the other hand, by comprehensively considering parameters such as steering wheel position, virtual vehicle status and rack force, the vibration feedback is more reasonable and predictable.

[0059] (6) The mapping relationship is used to quickly locate the basic vibration parameters, which improves the system response efficiency; furthermore, the vibration intensity can be further adjusted by the gain coefficient, making the high-frequency vibration feedback more accurate.

[0060] (7) On the one hand, it avoids accidentally starting the game function in an unsuitable driving state, thus ensuring driving safety; on the other hand, it prevents system abnormalities or user experience degradation due to insufficient power by monitoring battery power. Attached Figure Description

[0061] Figure 1 A flowchart illustrating a vehicle steering wheel control method provided in this application embodiment. Figure 1 ;

[0062] Figure 2 A flowchart illustrating a vehicle steering wheel control method provided in this application embodiment. Figure 2 ;

[0063] Figure 3 A flowchart illustrating a vehicle steering wheel control method provided in this application embodiment. Figure 3 ;

[0064] Figure 4 This application provides a functional architecture diagram of a vehicle steering wheel control method according to an embodiment of the present application.

[0065] Figure 5 A flowchart illustrating a vehicle steering wheel control method provided in this application embodiment. Figure 4 ;

[0066] Figure 6 A flowchart illustrating a vehicle steering wheel control method provided in this application embodiment. Figure 5 ;

[0067] Figure 7 This application provides a schematic diagram of the composition of a vehicle steering wheel control device according to an embodiment of the present application.

[0068] Figure 8This is a schematic diagram of the hardware entity of an electronic device provided in an embodiment of this application. Detailed Implementation

[0069] The embodiments of this application will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be understood that the preferred embodiments are only for illustrating this application and are not intended to limit the scope of protection of this application.

[0070] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. Therefore, the drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0071] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0072] In the following description, the terms "first, second, third" are used merely to distinguish similar objects and do not represent a specific ordering of objects. It is understood that "first, second, third" may be interchanged in a specific order or sequence where permitted, so that the embodiments of this application described herein can be implemented in an order other than that illustrated or described herein.

[0073] In this embodiment, the term "and / or" is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, object A and / or object B can represent three situations: object A exists alone, object A and object B exist simultaneously, and object B exists alone.

[0074] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0075] Steer-by-wire systems control the steering wheel electronically, offering high flexibility and programmability. Currently, due to the decoupling of upward and downward steering, steer-by-wire systems can better support scenario simulations in entertainment modes, such as racing games. Users can play racing games inside the car, using the upward steering wheel to control the accelerator, brakes, and other vehicle components, realistically simulating real racing games and providing a better gaming experience.

[0076] In existing technologies, the up and down rotation of the steering wheel is decoupled when the game is activated, and rack force is simulated according to the running state of the virtual vehicle to provide driving feel. At the same time, vibration feedback is generated in combination with road information, thereby providing users with a certain degree of steering wheel feedback effect.

[0077] However, current technologies lack realistic steering wheel feedback in entertainment mode and cannot simulate various game scenarios. Drivers in entertainment mode have higher requirements for steering wheel feel and vibration control. Therefore, how to better simulate the feel in real-time and support steering wheel feel and vibration control in game scenarios is a problem that urgently needs to be solved.

[0078] Based on this, this application provides a vehicle steering wheel control method, the method comprising: responding to a game start command from a first object, and starting a game mode when the vehicle meets a first preset condition; determining a target virtual rack force based on the actual operating parameters of the vehicle and the virtual operating parameters of the virtual vehicle in the game mode; determining a steering feedback torque and a vibration feedback torque of the steering wheel based on the actual operating parameters, the virtual operating parameters, and the target virtual rack force; and controlling the vehicle's steering wheel to output the steering feedback torque and the vibration feedback torque. In this way, by fusing real driving data with virtual driving data, the accuracy of the steering wheel feedback torque can be improved, thereby more accurately reflecting the road conditions and scenarios in the game, and thus enhancing the realism of the game experience.

[0079] The technical solutions in the embodiments of this application will now be clearly and completely described with reference to the accompanying drawings.

[0080] It should be noted that the vehicle steering wheel control method provided in the embodiments of this application can be executed by the vehicle's on-board control system provided in the embodiments of this application. The vehicle's on-board control system provided in the embodiments of this application includes components such as a steer-by-wire system, an electronic control unit, and a game control module.

[0081] Figure 1 A flowchart illustrating a vehicle steering wheel control method provided in this application embodiment. Figure 1 ,like Figure 1 As shown, it includes S101 to S104, wherein:

[0082] S101, in response to the game start command of the first object, the game mode is started when the vehicle meets the first preset conditions.

[0083] It's understandable that the first entity refers to the initiator of the request to launch the game mode, such as the driver or a control module within the vehicle's system. The game launch command could be the driver pressing a specific button, issuing a voice command, or a signal automatically triggered by the vehicle's system based on the game software's status.

[0084] It can also be understood that the first preset condition may include at least one or more of the following: the vehicle speed is below a certain threshold (e.g., less than 5 km / h), the vehicle is in a parked state, or the ignition switch is on but the vehicle is not moving.

[0085] It should be noted that after the game mode is activated, the vehicle control system puts the steering wheel into an independent control mode, and the steering wheel is no longer linked with the vehicle's actual steering system. In other words, the up-and-down steering follow-up function is turned off, the up-and-down steering angle difference is no longer calculated to follow and correct the torque, and the up-and-down steering is in a completely decoupled state. Down-turning no longer follows up-turning. The steering wheel is used to control the virtual vehicle in the game, thereby ensuring that the driver can safely operate the game inside the car and preventing accidental movement of the vehicle due to misoperation.

[0086] In some embodiments, S101 may further include the following steps:

[0087] S1011, in response to the game start command of the first object, obtains the vehicle's driving speed, the vehicle's gear status, and the vehicle's battery level.

[0088] S1012, when the driving speed is 0, the gear is in parking gear, and the battery level is greater than the preset battery level threshold, the game mode is activated.

[0089] In some embodiments, when the first object issues a game start command via voice, button or touch screen, the current vehicle status information can be collected, wherein the status information may include, but is not limited to, the vehicle's driving speed, the vehicle's gear status and the vehicle's battery level.

[0090] Furthermore, the system can determine whether the vehicle is stationary based on its speed to avoid accidentally triggering the game mode while driving; it can also determine whether the vehicle is in park (P) gear based on its gear position to prevent safety hazards caused by the vehicle not being in P gear; and it can determine whether the vehicle has enough power to support the operation of the steer-by-wire system and other related functions in game mode based on its battery charge.

[0091] For example, the system will only allow entry into game mode when the vehicle's speed is 0, the vehicle is in park (P) gear, and the vehicle's battery level is higher than a preset battery level threshold.

[0092] As another example, when the vehicle's battery charge is below a preset charge threshold, even if the vehicle is traveling at zero speed and in P gear, the system will still not allow entry into game mode, thereby ensuring the stability and security of the system.

[0093] It should be noted that the preset power threshold can be set according to system power consumption and safety standards to ensure the normal operation of various functions in game mode; or, the preset power threshold can also be set according to user customization, which is not limited in this embodiment.

[0094] In this embodiment, the activation mechanism, which comprehensively judges multiple parameters based on vehicle speed, gear position, and battery level, not only improves the safety of game mode activation but also enhances the consistency and controllability of the user experience. By restricting game mode to be enabled only under specific conditions, accidental activation of game functions in inappropriate scenarios can be effectively avoided, thereby ensuring driving safety and system stability.

[0095] S102, determine the target virtual rack force based on the actual operating parameters of the vehicle and the virtual operating parameters of the virtual vehicle in the game mode.

[0096] Here, actual operating parameters refer to the driver's actual operation on the steering wheel; for example, actual operating parameters may include, but are not limited to, steering wheel angle, steering wheel angular velocity, and driver's hand force.

[0097] Virtual operating parameters refer to those provided by the game software to simulate the dynamic behavior of racing cars in the game; for example, virtual operating parameters may include, but are not limited to, virtual vehicle speed, virtual lateral acceleration, in-game road gradient coefficient, adhesion coefficient, and road type.

[0098] In one possible implementation, the target virtual rack force can be obtained by adjusting multiple correction coefficients, specifically including: an initial rack force based on the steering wheel angle, a second rack force obtained by a first correction coefficient A and a second correction coefficient B, and a third rack force determined based on road conditions. Finally, the second and third rack forces are merged and subjected to slope limiting processing to obtain the final output target virtual rack force.

[0099] In another possible implementation, the actual operating parameters and virtual operating parameters can be input into a pre-trained neural network model, which will eventually output the target virtual rack force. The neural network model can be trained through supervised learning using a large amount of sample data (including actual / virtual operating parameters and corresponding target rack forces).

[0100] S103 determines the steering feedback torque and vibration feedback torque of the steering wheel based on actual operating parameters, virtual operating parameters, and target virtual rack force.

[0101] It is understandable that the steering feedback torque of the steering wheel can be used to simulate the steering wheel feel of real driving. For example, the steering feedback torque may include, but is not limited to, return-to-center torque, damping torque, compensation torque, and closed-loop hand force torque. Specifically, the return-to-center torque is used to pull the steering wheel back to the center position after releasing it; the damping torque is used to resist steering wheel rotation, simulating steering resistance; the inertia compensation torque is used to counteract motor inertia; and the closed-loop hand force torque is used to enhance the driver's perception of the vehicle's steering system.

[0102] It can also be understood that the vibration feedback torque of the steering wheel can be used to simulate tactile effects such as road surface fluctuations and lag in game scenarios. For example, the vibration feedback torque of the steering wheel can be divided into three modes according to the game progress: a violent mode, a high-frequency feedback mode, and a lag simulation mode. Among them, the violent mode can be used to simulate violent vibration scenarios such as a race car crashing into a wall or making a sharp turn; the high-frequency feedback mode can be used to simulate high-frequency vibrations such as road surface undulations and speed bumps; and the lag simulation mode can be used to simulate changes in resistance when a vehicle crashes into a wall or its wheels get stuck.

[0103] In one possible implementation, the return-to-center torque, damping torque, inertia compensation torque, and hand force closed-loop torque can be determined by using the target virtual rack force, actual operating parameters, and virtual operating parameters. Furthermore, the return-to-center torque, damping torque, inertia compensation torque, and hand force closed-loop torque are superimposed to obtain the steering feedback torque of the steering wheel. Simultaneously, the vibration torque in the aggressive mode, the high-frequency torque in the high-frequency mode, and the locking torque in the locking mode can be determined by using the target virtual rack force, actual operating parameters, and virtual operating parameters. The vibration torque, high-frequency torque, and locking torque are then superimposed to determine the vibration feedback torque of the steering wheel.

[0104] In another possible implementation, the target virtual rack force, actual operating parameters, and virtual operating parameters can be input into a pre-trained second neural network model, ultimately outputting the steering feedback torque and vibration feedback torque of the steering wheel. The second neural network model can be trained using historical virtual rack forces, historical actual operating parameters, and historical virtual operating parameters along with their corresponding steering feedback torque and vibration feedback torque.

[0105] S104 controls the steering wheel output of the vehicle to provide steering feedback torque and vibration feedback torque.

[0106] In some embodiments, after determining the steering feedback torque and the vibration feedback torque, the actuator of the steer-by-wire system can output the steering wheel torque. For example, when the actuator receives a control signal, it generates a corresponding feedback torque via a motor and transmits the feedback torque to the steering wheel via a gear mechanism.

[0107] It should be noted that, in order to ensure safety and stability, the steer-by-wire system can also limit and filter the output torque to prevent sudden changes or overload of the output torque.

[0108] In practice, precise control of the steering wheel's output torque enables a realistic steering feel. The system enhances the realism and comfort of the gaming experience by appropriately adjusting the magnitude and rate of change of the output torque.

[0109] In some embodiments, a safety protocol may also be set to ensure driving safety.

[0110] For example, when entering game mode, the steering wheel can be automatically returned to center. If game mode is activated, the following security protocol can be executed:

[0111] 1) When entering game mode, the automatic steering wheel return program is activated. If the driver applies force, the return to center is stopped and the game mode is exited. At the same time, a termination signal is sent to the game interface.

[0112] 2) When exiting game mode, synchronize the steering wheel and steering actuator (downward) angle positions; if the driver intervenes during the alignment process, a warning prompt will be triggered, and normal driving mode can be resumed only after the alignment is completed.

[0113] In this embodiment, the game mode is activated when the vehicle meets preset conditions, and the target virtual rack force is determined based on the actual operating parameters and the virtual operating parameters of the virtual vehicle. Then, the steering feedback torque and vibration feedback torque of the steering wheel are further calculated and output. Based on the target virtual rack force, the actual operating parameters and the virtual operating parameters of the virtual vehicle, the accuracy of the steering wheel feedback torque can be improved, thereby realizing multi-dimensional tactile feedback to the driver, which can enhance the realism and immersion of the game experience.

[0114] In some embodiments, Figure 2 A schematic flowchart of a vehicle steering wheel control method provided in this application embodiment is shown below. Figure 2 As shown, the target virtual rack force is determined based on the obtained actual operating parameters of the vehicle and the virtual operating parameters of the virtual vehicle in game mode, which may include S201 to S203:

[0115] S201, determine the first rack force based on the obtained steering wheel angle, steering wheel angular velocity, driver's hand force, virtual vehicle speed, and virtual lateral acceleration.

[0116] Steering wheel angle refers to the change in the steering wheel angle when the driver turns the steering wheel, reflecting the current steering intention. Steering wheel angular velocity refers to the rate of change of the steering wheel angle per unit time, reflecting the urgency of the driver's operation. Driver's hand force refers to the force applied to the steering wheel, used to determine whether the driver actively participates in control.

[0117] It can also be understood that virtual speed refers to the simulated driving speed of a virtual race car in the game; virtual lateral acceleration refers to the lateral acceleration of a race car when turning or changing lanes in the game.

[0118] In one possible implementation, the initial rack force is determined from a preset mapping table based on the steering wheel angle; a first correction coefficient is determined based on actual operating parameters; a second correction coefficient is determined based on virtual operating parameters; and further, the product between the initial rack force, the first correction coefficient, and the second correction coefficient is calculated to obtain the first rack force.

[0119] In another possible implementation, the obtained steering wheel angle, steering wheel angular velocity, driver's hand force, virtual vehicle speed, and virtual lateral acceleration can be input into a pre-trained third neural network model to obtain the first rack force.

[0120] S202, based on the road surface slope coefficient, adhesion coefficient and road type, determine the second rack force.

[0121] As you can understand, the road surface gradient coefficient refers to the degree of inclination of the track in the game; the adhesion coefficient can represent the amount of grip between the tire and the ground; and the road type is used to indicate whether the track surface is made of different materials such as asphalt, cement, mud, and sand.

[0122] It should be noted that the road surface gradient coefficient, adhesion coefficient, and road type can all affect the vehicle's driving status and feedback characteristics.

[0123] In some embodiments, a mapping relationship between the pavement slope coefficient, adhesion coefficient, road type, and second rack force can be pre-established to obtain a third mapping table. Further, after determining the pavement slope coefficient, adhesion coefficient, and road type, the corresponding second rack force can be determined from the third mapping table.

[0124] In other embodiments, the road surface slope coefficient, adhesion coefficient, and road type can be input into a pre-trained fourth neural network model to obtain the second rack force.

[0125] S203, determine the target virtual rack force based on the first rack force and the second rack force.

[0126] In some embodiments, the sum of the first rack force and the second rack force can be calculated to obtain the target virtual rack force.

[0127] In this way, by combining the two rack forces, the driver's operating intentions and the physical characteristics of the game scene can be considered simultaneously, thereby generating a more reasonable and realistic rack force feedback.

[0128] In this embodiment, by introducing a joint calculation method of actual operating parameters and virtual operating parameters, the rack force feedback that conforms to the current game scenario can be accurately simulated, thereby enhancing the realism and immersion of the game and providing users with a better entertainment driving experience.

[0129] In some embodiments, Figure 3 A flowchart illustrating a vehicle steering wheel control method provided in this application embodiment. Figure 3 ,like Figure 3 As shown, the first rack force is determined based on the steering wheel angle, steering wheel angular velocity, driver's hand force, virtual vehicle speed, and virtual lateral acceleration, including the following steps S301 to S304:

[0130] S301, determine the initial rack force from the first mapping table based on the steering wheel angle.

[0131] It is understandable that the first mapping table can be a predefined function relationship table used to establish a correspondence between the steering wheel angle and the corresponding initial rack force.

[0132] It should be noted that the mapping relationships in the first mapping table can be linear, nonlinear, or piecewise function forms, depending on the feel requirements of different driving scenarios. For example, in racing games, when the steering wheel angle is large, the initial rack force increases, simulating an increase in steering resistance.

[0133] By using a mapping table, the initial rack force can be quickly found based on the steering wheel angle, thereby achieving a preliminary model of the vehicle's steering characteristics in the game and improving response efficiency and consistency.

[0134] S302, determine the first correction factor based on the steering wheel angular velocity and the driver's hand force.

[0135] It is understandable that the first correction factor is a dimensionless scaling factor used to dynamically adjust the initial rack force.

[0136] It's also understandable that a higher steering wheel angular velocity means faster driver operation, requiring greater feedback to simulate realistic steering damping; similarly, greater driver hand force indicates more force applied to the steering wheel, necessitating greater rack force feedback. Therefore, the first correction factor increases with both steering wheel angular velocity and driver hand force. In other words, the first correction factor is positively correlated with both steering wheel angular velocity and driver hand force.

[0137] In some embodiments, the relationship between the first correction coefficient and the steering wheel angular velocity and the driver's hand force can be represented by a predefined function table. For example, after determining the steering wheel angular velocity and the driver's hand force, these are substituted into the predefined function table to determine the first correction coefficient.

[0138] In this way, by introducing a first correction coefficient, the initial rack force can be dynamically adjusted according to the real-time operation, thereby avoiding the stiffness caused by fixed mapping; the system can provide a more natural and flexible operating experience.

[0139] S303, determine the second correction coefficient based on the virtual vehicle speed and virtual lateral acceleration.

[0140] It is understandable that the second correction coefficient is also a dimensionless scaling factor, used to further adjust the initial rack force, so that the initial rack force can better fit the current virtual physical state.

[0141] The higher the virtual vehicle speed, the greater the steering force required to simulate directional stability at high speeds. Similarly, when the race car experiences significant virtual lateral acceleration, such as during sharp turns or drifting, it requires greater rack force feedback to reflect the impact of road grip and vehicle dynamics. In other words, the second correction factor is positively correlated with both virtual vehicle speed and virtual lateral acceleration.

[0142] In some embodiments, the relationship between the second correction coefficient and the virtual vehicle speed and virtual lateral acceleration can be represented by a predefined function table. For example, after determining the virtual vehicle speed and virtual lateral acceleration, these are substituted into the predefined function table to determine the second correction coefficient.

[0143] In this way, by combining virtual vehicle speed and virtual lateral acceleration to calculate the second correction coefficient, the steering characteristics of virtual vehicles under different speeds and road conditions can be simulated, thereby providing more realistic driving feedback and allowing players to experience the dynamic performance of real racing cars.

[0144] S304, the first rack force is determined based on the first correction coefficient, the second correction coefficient and the initial rack force.

[0145] It is understandable that the first rack force is a key parameter used by the system to generate the control signal for the feel feedback module, which determines the feedback characteristics such as steering wheel rebound force and damping feel.

[0146] In some embodiments, after determining the first correction factor, the second correction factor, and the initial rack force, the product of the first correction factor, the second correction factor, and the initial rack force can be calculated to obtain the first rack force.

[0147] In other words, the formula for calculating the first rack force can be expressed as: First rack force = Initial rack force × First correction coefficient × Second correction coefficient.

[0148] In this embodiment, the system comprehensively calculates the initial rack force based on parameters such as steering wheel angle, steering wheel angular velocity, driver's applied hand force, virtual vehicle speed, and virtual lateral acceleration. By introducing a mapping table and a dynamic correction mechanism, the calculation of the initial rack force becomes more flexible, thereby improving the accuracy of the first rack force calculation and enhancing the realism of the tactile feedback.

[0149] In some embodiments, determining the steering feedback torque of the steering wheel based on actual operating parameters, virtual operating parameters, and the target virtual rack force may include the following steps:

[0150] S1031, based on the target virtual rack force, driver's hand force and virtual vehicle speed, determine the closed-loop torque of the hand force.

[0151] In one possible implementation, a functional relationship between the target virtual rack force, driver's hand force, virtual vehicle speed, and closed-loop torque of the hand force can be established in advance. It should be noted that the functional relationship can be a linear relationship, a nonlinear relationship, or a piecewise function, and this application does not limit this.

[0152] In another possible implementation, the target virtual rack force, driver's hand force, and virtual vehicle speed can be input into a pre-trained neural network model, which will eventually output the closed-loop torque of the hand force.

[0153] S1032 determines the return torque based on the steering wheel angle, steering wheel angular velocity, and virtual vehicle speed.

[0154] In one possible implementation, a functional relationship table of steering wheel angle, steering wheel angular velocity, virtual vehicle speed and return torque can be pre-established; after determining the steering wheel angle, steering wheel angular velocity and virtual vehicle speed, the return torque can be determined based on the pre-established functional relationship table.

[0155] In another possible implementation, the steering wheel angle, steering wheel angular velocity, and virtual vehicle speed can be input into a pre-trained neural network model, which will ultimately output the return torque.

[0156] S1033 determines the damping torque based on the steering wheel angle, steering wheel angular velocity, virtual vehicle speed, driver's hand force, and target virtual rack force.

[0157] It is understandable that by comprehensively considering the steering wheel angle, angular velocity, virtual vehicle speed, the driver's hand force applied to the steering wheel, and the target virtual rack force, the magnitude of the damping torque can be dynamically adjusted to adapt to different driving scenarios.

[0158] In one possible implementation, a functional relationship table of steering wheel angle, steering wheel angular velocity, virtual vehicle speed, driver's hand force, target virtual rack force, and damping torque can be pre-established; after determining the steering wheel angle, steering wheel angular velocity, virtual vehicle speed, driver's hand force, and target virtual rack force, the damping torque can be determined based on the pre-established functional relationship table.

[0159] In another possible implementation, the steering wheel angle, steering wheel angular velocity, virtual vehicle speed, driver's hand force, and target virtual rack force can be input into a pre-trained neural network model, which will ultimately output the damping torque.

[0160] S1034 determines the inertial compensation torque based on the driver's hand force, motor speed, and virtual vehicle speed.

[0161] It should be noted that the actual operating parameters also include the motor speed.

[0162] It's understandable that inertia compensation torque can be used to correct deviations in steering wheel feedback characteristics, ensuring that the steering wheel feedback characteristics match the expected driving feel. The driver's hand force and motor speed reflect the current load state of the system, and the virtual vehicle speed determines the expected value of the steering feedback torque.

[0163] In one possible implementation, a functional relationship table of driver's hand force, motor speed, virtual vehicle speed and inertia compensation torque can be pre-established; after determining the driver's hand force, motor speed and virtual vehicle speed, the inertia compensation torque can be determined based on the pre-established functional relationship table.

[0164] In another possible implementation, the driver's hand force, motor speed, and virtual vehicle speed can be input into a pre-trained neural network model, which will ultimately output an inertial compensation torque.

[0165] S1035 determines the steering feedback torque of the steering wheel based on the return torque, damping torque, inertia compensation torque, and hand force closed-loop torque.

[0166] In some embodiments, the four sub-torques—return torque, damping torque, inertia compensation torque, and hand force closed-loop torque—can be superimposed to obtain the steering feedback torque of the steering wheel.

[0167] In this embodiment, the steering torque is subdivided into return torque, damping torque, inertia compensation torque, and hand force closed-loop torque, and calculated in combination with actual operating parameters and virtual operating parameters. These torques are then superimposed to generate the final steering feedback torque, thereby achieving precise control over the steering wheel feedback characteristics and enhancing the user's immersion and realism in the virtual driving environment.

[0168] It should be noted that the game mode can include different game scenarios; game scenarios refer to preset modes that simulate different driving environments or road conditions in the game mode, in order to enhance the player's immersion and realism.

[0169] For example, the game scenarios in the game modes may include at least one of the following: Aggressive Mode, High-Frequency Mode, and Lag Mode. Aggressive Mode, High-Frequency Mode, and Lag Mode can simulate specific road surface features or vehicle behavior through different control strategies and feedback mechanisms. For instance, Aggressive Mode simulates the severe vibrations when a vehicle collides with an obstacle, High-Frequency Mode simulates high-frequency vibrations caused by uneven road surfaces, and Lag Mode simulates the steering wheel sticking sensation when a vehicle is turning or in complex road conditions. Aggressive Mode, High-Frequency Mode, and Lag Mode can be dynamically switched according to the game progress to enhance the player's interactive experience.

[0170] By introducing game scene modes from multiple game modes, the system can more accurately reproduce the road conditions and vehicle status in the game, thereby providing richer tactile feedback and allowing players to experience a more realistic driving environment.

[0171] In some embodiments, determining the vibration feedback torque of the vehicle's steering wheel based on actual operating parameters, virtual operating parameters, and the target virtual rack force may include the following steps:

[0172] In some embodiments, when the game scene is in a violent mode, the vibration frequency and amplitude of the steering wheel in the violent mode are determined based on the state of the virtual vehicle in the violent mode.

[0173] For example, in the rage mode, the system can calculate the corresponding vibration frequency and vibration amplitude based on the collision status of the racing car in the game or other special events (such as hitting a wall, going over a speed bump, etc.) to simulate a strong but short-lived vibration effect.

[0174] It should be noted that the vibration feedback mechanism designed for the system can have a high vibration frequency range (e.g., 20–40 Hz) and a short vibration duration (not exceeding 2 seconds). For example, when the race car crashes into a wall, the system will trigger a high-intensity vibration feedback, allowing the player to feel the impact of the race car collision.

[0175] It should also be noted that the slope of the rise and fall of the vibration amplitude can be limited to ensure that the vibration amplitude does not change rapidly, thereby smoothing the torque output and improving driving smoothness.

[0176] In some embodiments, when the game scene is in high-frequency mode, the high-frequency torque is determined based on the target virtual rack force.

[0177] For example, in high-frequency mode, the system can extract the high-frequency component of the target virtual rack force change trend based on the change trend of the target virtual rack force, calculate the initial motor torque by looking up a table, and then generate high-frequency feedback torque by combining the gain coefficient. High-frequency mode is mainly used to simulate high-frequency fluctuations such as road bumps and tire bounce, allowing players to perceive subtle changes in the road surface.

[0178] In one possible implementation, determining the high-frequency torque based on the target virtual rack force may further include the following steps:

[0179] Based on the target virtual rack force, the high-frequency initial motor torque is determined from the second mapping table; high-frequency features are extracted from the target virtual rack force to determine the high-frequency gain coefficient; and the high-frequency torque is determined based on the high-frequency initial motor torque and the high-frequency gain coefficient.

[0180] It is understood that the second mapping table is a pre-defined lookup table that stores the correspondence between target virtual rack forces in different ranges and the corresponding high-frequency initial motor torques. The system can quickly obtain the initial motor output matching the current rack force by looking up the table, thereby improving system response efficiency. The second mapping table can be generated through offline training or learning from historical data; this embodiment does not impose any limitations on this.

[0181] It should be noted that the target virtual rack force and the high-frequency initial motor torque are positively correlated; that is, the greater the target virtual rack force, the greater the high-frequency initial motor torque.

[0182] It can also be understood that high-frequency feature extraction is the process of identifying and separating high-frequency components in the target virtual rack force signal, used to capture high-frequency road condition information such as road surface fluctuations and vibrations in the game. For example, when a race car goes over a speed bump or hits an obstacle, the rack force will generate high-frequency fluctuations, which reflect the dynamic characteristics of the road surface.

[0183] It can also be understood that the high-frequency gain coefficient is a scaling factor calculated based on the high-frequency components separated from the target virtual rack force signal. By adjusting this gain coefficient, the vibration intensity of the motor feedback can be amplified or weakened, thereby making the vibration feedback more in line with the changes in the actual game scene.

[0184] In some embodiments, high-frequency features can be input into a preset functional relationship or neural network model to finally obtain high-frequency gain coefficients.

[0185] In some embodiments, the high-frequency torque can be determined based on the high-frequency initial motor torque and the high-frequency gain coefficient; for example, the high-frequency initial motor torque can be multiplied by the high-frequency gain coefficient to calculate a high-frequency vibration feedback value suitable for the current game scenario.

[0186] It should be noted that the high-frequency torque is the final control signal output to the motor, which is used to drive the steering wheel to produce the corresponding vibration feel.

[0187] In another possible implementation, determining the high-frequency torque based on the target virtual rack force may also include: inputting the target virtual rack force into a pre-trained neural network model, which can ultimately output the high-frequency torque.

[0188] In this embodiment, by comprehensively utilizing the second mapping table, high-frequency feature extraction, and high-frequency gain coefficient, precise control of high-frequency torque is achieved, thereby enhancing the player's perception of road surface changes in the game, and thus improving the application effect and user experience of the steer-by-wire system in entertainment mode.

[0189] In some embodiments, when the game scene is in a stuck mode, the stuck torque is determined based on the steering wheel angle, the virtual wheel angle, and the driver's hand force.

[0190] Here, virtual operating parameters include virtual wheel angle; virtual wheel angle represents the angle change of the vehicle's front wheels in the game.

[0191] For example, in the stuck mode, factors such as steering wheel angle, virtual wheel angle, and driver's hand force can be considered to determine whether it is necessary to simulate the feeling of the vehicle's steering wheel being stuck. If a large difference is detected between the steering wheel angle and the virtual wheel angle, and the driver applies a large hand force, the system can generate a stuck torque to simulate the feeling of the vehicle's steering wheel being stuck.

[0192] It should be noted that the locking torque can be limited to prevent sudden changes from interfering with the user experience.

[0193] For example, the steering wheel angle, virtual wheel angle, and driver's hand force can be input into a pre-trained neural network model, which can ultimately output the locking torque.

[0194] In some embodiments, the vibration feedback torque of the steering wheel is determined based on the vibration frequency, vibration amplitude, high-frequency torque, and locking torque.

[0195] In some embodiments, after determining the vibration frequency and amplitude of the steering wheel, the vibration torque of the steering wheel can be calculated according to a preset functional relationship.

[0196] It should be noted that vibration torque refers to the rapidly alternating torque actively applied to the steering column by the steering motor in order to allow the driver to perceive road conditions or vehicle status (such as wheel imbalance, running over lane lines, etc.).

[0197] In some embodiments, the vibration feedback torque of the steering wheel is determined based on vibration torque, high-frequency torque, and locking torque.

[0198] For example, the vibration torque, high-frequency torque, and locking torque can be superimposed to obtain the vibration feedback torque of the steering wheel.

[0199] In this embodiment, by setting game scene modes under multiple game modes and combining actual and virtual operating parameters, the vibration feedback torque of the vehicle's steering wheel is dynamically calculated and superimposed. This allows for a more comprehensive simulation of road conditions and vehicle behavior within the game, thereby enhancing the richness and accuracy of the vehicle's steering wheel feedback and ultimately providing users with a more immersive gaming experience.

[0200] The following describes the application of the vehicle steering wheel control method provided in the embodiments of this application in a real-world scenario.

[0201] The embodiments of this application support driver operation in entertainment mode in the online steering system, which can simulate the feel in real time and support steering wheel feel and vibration control in game scenarios.

[0202] This application embodiment calculates virtual rack force in real time based on simulated signals in the game scene and real steering wheel sensor signals, which can better simulate real game scenes and provide simulation of scenarios such as vibration, high-frequency fluctuations, and vehicle collisions and jamming according to road conditions, providing users with a realistic gaming experience.

[0203] In some embodiments, Figure 4 This is a functional architecture diagram of a vehicle steering wheel control method provided in an embodiment of this application. Figure 4 As shown, the functional architecture diagram in this application embodiment may include a virtual rack force simulation module 401, a tactile feedback module 402, and a vibration feedback module 403.

[0204] The virtual rack force simulation module 401 can calculate the virtual rack force in real time based on the dynamic parameters of the in-game racing car, including virtual vehicle speed, virtual lateral acceleration, steering wheel angle, and driver's hand force. It should be noted that the virtual rack force calculated by the virtual rack force simulation module 401 can be used to generate the control signal for the feel feedback module 402.

[0205] The haptic feedback module 402 can simulate the driver's hand feel and provide the user with the driving feel during the game; the haptic feedback module 402 includes a basic assist unit 4021, an active self-centering unit 4022, an active damping unit 4023, an active inertia unit 4024, and a virtual end effector unit 4025.

[0206] The road feel feedback module 403 can provide real-time feedback on road vibrations and other sensations based on the game racing car's status; the road feel feedback module 403 may include a violent mode 4031, a high-frequency feedback mode 4032, and a lag simulation mode 4033.

[0207] In some embodiments, Figure 5 A flowchart illustrating a vehicle steering wheel control method provided in this application embodiment. Figure 4 .like Figure 5 As shown, the embodiments of this application may include the following steps.

[0208] S501, enter game mode.

[0209] For example, the system determines whether the conditions for entering game mode are met based on the game request signal, vehicle speed, gear position signal, and driver's hand force. If the conditions for game mode are met, the system receives signals for virtual vehicle speed, virtual lateral acceleration, actual steering wheel angle, driver's hand force, road surface gradient coefficient, road surface adhesion coefficient, and road type.

[0210] S502, calculate the first rack force (the initial rack force in the above embodiment) based on the steering wheel angle.

[0211] S503, calculate the first correction factor A based on the steering wheel angular velocity and the driver's hand force.

[0212] For example, the first correction factor A is positively correlated with the steering wheel angular velocity and the driver's hand force, and the control system decays the A value to zero when the steering wheel angular velocity approaches zero.

[0213] S504, calculate the second correction coefficient B based on the virtual vehicle speed and virtual lateral acceleration.

[0214] For example, the second correction coefficient B is positively correlated with the virtual vehicle speed and virtual lateral acceleration. The system constrains the rate of change of the correction coefficient B through a preset slope limiting module to avoid nonlinear abrupt changes.

[0215] S505, the second rack force (the first rack force in the above embodiment) is calculated based on the correction coefficients A and B and the first rack force.

[0216] S506, calculate the third rack force (the second rack force in the above embodiment) based on the road surface slope coefficient, adhesion coefficient and road type.

[0217] S507, the fourth rack force is obtained based on the second rack force and the third rack force.

[0218] For example, the first rack force, the second rack force and the third rack force are fused together, and a slope limit is applied to the fusion result. The system generates a fourth rack force (the target virtual rack force in the above embodiment) as the final output. The slope limit is calculated based on the rate of change of the current rack force.

[0219] It should be noted that different virtual rack force parameters can be learned and preset in advance for different games and driving scenarios. By setting these parameters, the system can automatically switch the corresponding parameter configuration according to the current game scenario, thereby improving the user experience.

[0220] It should also be noted that the haptic feedback module includes a closed-loop control for hand force, active self-centering, active damping, and inertia compensation modules. In game mode, the controller executes the following control strategies:

[0221] 1) The manual force closed-loop control, active return to center, active damping and inertia compensation algorithms adopt the same basic logic as the conventional driving mode;

[0222] 2) The system switches to a game-specific handling curve and uses virtual vehicle speed instead of actual vehicle speed as the input parameter;

[0223] 3) The control system replaces the actual rack force with virtual rack force and applies it to the active damping control and manual force closed-loop control processes.

[0224] It should also be noted that when the user enters game mode, the control system automatically disables the up-and-down rotation follow-up function. The control system also no longer calculates the following correction torque corresponding to the difference in up-and-down rotation angles. At this time, the control system sets the up-and-down rotation to a completely decoupled state, and the down-rotation part will not follow the up-rotation part.

[0225] In some embodiments, Figure 6 A flowchart illustrating a vehicle steering wheel control method provided in this application embodiment. Figure 5 .like Figure 6 As shown, the embodiments of this application may include the following steps.

[0226] S601 arbitrates the current game scene, specifically including a rage mode, a high-frequency feedback module, and a lag simulation module.

[0227] S602, in Aggressive Mode, determines the vibration torque of the steering wheel.

[0228] For example, in aggressive mode, the vibration torque strategy is as follows:

[0229] The controller receives in-game vibration request signals, game scene mode signals, and rage mode activation signals.

[0230] During operation, the scene decomposition module extracts the required vibration frequency and vibration amplitude based on different games and the racing car status in the game, and sets the slope limits for the rise and fall of the vibration amplitude.

[0231] The vibration duration is customized according to the game scenario, and the maximum vibration duration set by the controller does not exceed 2 seconds.

[0232] In the steering system, the Aggressive Mode breaks down the overall state of the car in the game into seven different vibration requirements. Each vibration requirement is determined by the system based on the car's state in the game. For example, when the car goes over a speed bump or hits a wall, the steering system will provide different vibration frequencies, ranging from 20 to 40 Hz.

[0233] In high-frequency feedback mode, the S603 determines the high-frequency torque of the steering wheel.

[0234] For example, the controller receives the calculated virtual rack force and queries a preset table based on the virtual rack force to obtain the high-frequency initial motor torque.

[0235] The system analyzes the high-frequency components of road surface fluctuations that need to be fed back based on the virtual rack force, and calculates the high-frequency gain coefficient.

[0236] The control system calculates and outputs high-frequency feedback torque based on the initial motor torque and high-frequency gain coefficient.

[0237] S604, in the sticking simulation mode, determines the sticking torque of the steering wheel.

[0238] For example, the calculation strategy for the hysteresis torque is as follows:

[0239] The system receives signals from the car's status in the game, the actual steering wheel angle, the car's wheel angle, the driver's hand force, and the car's yaw rate. It then analyzes these signals to determine whether a sluggish state needs to be simulated.

[0240] The jamming torque used to simulate the jamming phenomenon is calculated based on the steering wheel angle, the in-game car wheel angle, and the force applied by the driver.

[0241] It should be noted that the control unit can set maximum value limits and slope limits for the jamming simulation torque to prevent sudden changes in the output torque.

[0242] The S605 can superimpose high-frequency feedback torque, violent mode vibration torque, and lag simulation torque to generate the final road feel feedback torque.

[0243] In some embodiments, when entering game mode, the steering wheel automatically returns to center. If game mode is activated, the system executes the following security protocol:

[0244] (1) When the user enters game mode, the system starts the automatic steering wheel return program. If the system detects that the driver is applying force, the system will stop the return operation and exit game mode, and at the same time send a termination signal to the game interface.

[0245] (2) When exiting the game mode, the control system synchronizes the steering wheel and the steering actuator (downward) angular position; if the driver intervenes during the alignment process, the system will trigger a warning prompt and wait for the alignment to be completed before returning to normal driving mode.

[0246] In the embodiments of this application, in entertainment mode, the driver can control the racing car in the game through the steering wheel. The system can simulate a realistic racing car driving feel for the user, and the system can also simulate the road surface fluctuations in the game, thereby bringing a better gaming experience to the user.

[0247] Based on the above embodiments, this application also provides a vehicle steering wheel control device. Figure 7 This is a schematic diagram of the composition structure of a vehicle steering wheel control device provided in an embodiment of this application, as shown below. Figure 7 As shown, the vehicle's steering wheel control device 700 includes a start unit 701, a first determining unit 702, a second determining unit 703, and a control unit 704, wherein:

[0248] The starting unit 701 is used to respond to the game start command of the first object and start the game mode when the vehicle meets the first preset conditions;

[0249] The first determining unit 702 is used to determine the target virtual rack force based on the actual operating parameters of the vehicle and the virtual operating parameters of the virtual vehicle in the game mode.

[0250] The second determining unit 703 is used to determine the steering feedback torque and the vibration feedback torque of the steering wheel based on the actual operating parameters, virtual operating parameters and the target virtual rack force.

[0251] Control unit 704 is used to control the steering wheel output of steering feedback torque and vibration feedback torque of the vehicle.

[0252] In some embodiments of this application, the actual operating parameters include steering wheel angle, steering wheel angular velocity, and driver's hand force; the virtual operating parameters include virtual vehicle speed, virtual lateral acceleration, road surface slope coefficient, adhesion coefficient, and road type; the first determining unit 702 is further configured to determine a first rack force based on the obtained steering wheel angle, steering wheel angular velocity, driver's hand force, virtual vehicle speed, and virtual lateral acceleration; determine a second rack force based on the road surface slope coefficient, adhesion coefficient, and road type; and determine a target virtual rack force based on the first rack force and the second rack force.

[0253] In some embodiments of this application, the first determining unit 702 is further configured to: determine an initial rack force from a first mapping table based on the steering wheel angle; determine a first correction coefficient based on the steering wheel angular velocity and the driver's hand force, wherein the first correction coefficient is positively correlated with the steering wheel angular velocity and the driver's hand force; determine a second correction coefficient based on the virtual vehicle speed and the virtual lateral acceleration, wherein the second correction coefficient is positively correlated with the virtual vehicle speed and the virtual lateral acceleration; and determine a first rack force based on the first correction coefficient, the second correction coefficient, and the initial rack force.

[0254] In some embodiments of this application, the steering torque includes a return-to-center torque, a damping torque, an inertia compensation torque, and a closed-loop hand force torque; the actual operating parameters include the steering wheel angle, the steering wheel angular velocity, the driver's hand force, and the motor speed; the virtual operating parameters include the virtual vehicle speed; the second determining unit 703 is further configured to: determine the closed-loop hand force torque based on the target virtual rack force, the driver's hand force, and the virtual vehicle speed; determine the return-to-center torque based on the steering wheel angle, the steering wheel angular velocity, and the virtual vehicle speed; determine the damping torque based on the steering wheel angle, the steering wheel angular velocity, the virtual vehicle speed, the driver's hand force, and the target virtual rack force; determine the inertia compensation torque based on the driver's hand force, the motor speed, and the virtual vehicle speed; and determine the steering feedback torque of the steering wheel based on the return-to-center torque, the damping torque, the inertia compensation torque, and the closed-loop hand force torque.

[0255] In some embodiments of this application, the game scenarios in the game mode include at least one of the following: agitated mode, high-frequency mode, and stuck mode; actual operating parameters include steering wheel angle and driver's hand force; virtual operating parameters include virtual wheel angle; the second determining unit 703 is further configured to, when the game scenario is agitated mode, determine the vibration frequency and vibration amplitude of the steering wheel in agitated mode based on the state of the virtual vehicle in agitated mode; when the game scenario is high-frequency mode, determine the high-frequency torque based on the target virtual rack force; when the game scenario is stuck mode, determine the stuck torque based on the steering wheel angle, virtual wheel angle, and driver's hand force; and determine the vibration feedback torque of the steering wheel based on the vibration frequency, vibration amplitude, high-frequency torque, and stuck torque.

[0256] In some embodiments of this application, the second determining unit 703 is further configured to determine the high-frequency initial motor torque from the second mapping table based on the target virtual rack force; wherein the target virtual rack force and the high-frequency initial motor torque are positively correlated; perform high-frequency feature extraction on the target virtual rack force to determine the high-frequency gain coefficient; and determine the high-frequency torque based on the high-frequency initial motor torque and the high-frequency gain coefficient.

[0257] In some embodiments of this application, the startup unit 701 is further configured to, in response to a game startup command from the first object, acquire the vehicle's driving speed, the vehicle's gear position, and the vehicle's battery level; and, when the driving speed is 0, the gear position is in parking gear, and the battery level is greater than a preset battery level threshold, start the game mode.

[0258] It should be noted that, in the embodiments of this application, if the above methods are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, or the parts that contribute to related technologies, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause an electronic device (which may be a personal computer, server, or network device, etc.) to execute all or part of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory, magnetic disks, or optical disks. Thus, the embodiments of this application are not limited to any specific hardware and software combination.

[0259] This application also provides an electronic device, including a memory and a processor, wherein the memory stores a computer program that can run on the processor, and the processor executes the computer program to implement the above-described method.

[0260] This application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the above-described method. The computer-readable storage medium can be transient or non-transient.

[0261] This application also provides a computer program product, including a computer program or instructions, which, when executed by a processor, implement some or all of the steps in the above-described method. This computer program product can be implemented specifically through hardware, software, or a combination thereof.

[0262] In one alternative embodiment, the computer program product is specifically embodied in a computer storage medium; in another alternative embodiment, the computer program product is specifically embodied in a software product, such as a software development kit (SDK), etc.

[0263] It should be noted that, Figure 8 This is a hardware entity diagram of an electronic device provided in an embodiment of this application, such as... Figure 8 As shown, the hardware entity of the electronic device 800 includes: a processor 801, a communication interface 802, and a memory 803, wherein:

[0264] The processor 801 typically controls the overall operation of the electronic device 800.

[0265] The communication interface 802 enables the electronic device 800 to communicate with other terminals or servers via a network.

[0266] The memory 803 is configured to store instructions and applications executable by the processor 801, and can also cache data to be processed or already processed (e.g., image data, audio data, voice communication data, and video communication data) in the processor 801 and various modules in the electronic device 800. It can be implemented using flash memory or RAM. Data transfer between the processor 801, the communication interface 802, and the memory 803 can be performed via bus 804.

[0267] Here, the electronic device can be the vehicle's infotainment system.

[0268] It should be noted that the descriptions of the storage medium and device embodiments above are similar to the descriptions of the method embodiments above, and have similar beneficial effects. For technical details not disclosed in the storage medium and device embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0269] It should be understood that the phrase "one embodiment" or "an embodiment" throughout the specification means that a specific feature, structure, or characteristic related to the embodiment is included in at least one embodiment of this application. Therefore, "in one embodiment" or "in an embodiment" appearing throughout the specification does not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments.

[0270] It should be understood that in the various embodiments of this application, the sequence numbers of the above steps / processes do not imply the order of execution. The execution order of each step / process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application. The sequence numbers of the above embodiments of this application are merely for description and do not represent the superiority or inferiority of the embodiments.

[0271] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0272] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of the units described above is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple units or components may be combined, or integrated into another system, or some features may be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed may be through some interfaces, and the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0273] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units. They may be located in one place or distributed across multiple network units. Some or all of the units may be selected to achieve the purpose of this embodiment according to actual needs.

[0274] In addition, each functional unit in the various embodiments of this application can be integrated into one processing unit, or each unit can be a separate unit, or two or more units can be integrated into one unit; the integrated unit can be implemented in hardware or in the form of hardware plus software functional units.

[0275] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media that can store program code, such as mobile storage devices, read-only memory, magnetic disks, or optical disks.

[0276] Alternatively, if the integrated units described above are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence or the part that contributes to related technologies, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, ROM, magnetic disks, or optical disks.

[0277] The above description is merely an embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A method for controlling a vehicle's steering wheel, characterized in that, The method includes: In response to the game start command from the first object, the game mode is started if the vehicle meets the first preset conditions; The target virtual rack force is determined based on the actual operating parameters of the vehicle and the virtual operating parameters of the virtual vehicle in the game mode. Based on the actual operating parameters, the virtual operating parameters, and the target virtual rack force, the steering feedback torque and the vibration feedback torque of the steering wheel are determined. The steering wheel of the vehicle is controlled to output the steering feedback torque and the vibration feedback torque; The actual operating parameters include steering wheel angle, steering wheel angular velocity, and driver's hand force; the virtual operating parameters include virtual vehicle speed, virtual lateral acceleration, road surface slope coefficient, adhesion coefficient, and road type; determining the target virtual rack force based on the obtained actual operating parameters of the vehicle and the virtual operating parameters of the virtual vehicle in the game mode includes: The first rack force is determined based on the obtained steering wheel angle, steering wheel angular velocity, driver's hand force, virtual vehicle speed, and virtual lateral acceleration. The second rack force is determined based on the road surface slope coefficient, the adhesion coefficient, and the road type; The target virtual rack force is determined based on the first rack force and the second rack force.

2. The method according to claim 1, characterized in that, The determination of the first rack force based on the steering wheel angle, the steering wheel angular velocity, the driver's hand force, the virtual vehicle speed, and the virtual lateral acceleration includes: Based on the steering wheel angle, the initial rack force is determined from the first mapping table; A first correction coefficient is determined based on the steering wheel angular velocity and the driver's hand force, wherein the first correction coefficient is positively correlated with the steering wheel angular velocity and the driver's hand force; A second correction coefficient is determined based on the virtual vehicle speed and the virtual lateral acceleration; wherein the second correction coefficient is positively correlated with the virtual vehicle speed and the virtual lateral acceleration. The first rack force is determined based on the first correction coefficient, the second correction coefficient, and the initial rack force.

3. The method according to claim 1, characterized in that, The steering feedback torque includes return torque, damping torque, inertia compensation torque, and hand force closed-loop torque; the actual operating parameters include steering wheel angle, steering wheel angular velocity, driver's hand force, and motor speed; The virtual operating parameters include virtual vehicle speed; determining the steering feedback torque of the steering wheel based on the actual operating parameters, the virtual operating parameters, and the target virtual rack force includes: Based on the target virtual rack force, the driver's hand force, and the virtual vehicle speed, the closed-loop torque of the hand force is determined; The return torque is determined based on the steering wheel angle, the steering wheel angular velocity, and the virtual vehicle speed; The damping torque is determined based on the steering wheel angle, the steering wheel angular velocity, the virtual vehicle speed, the driver's hand force, and the target virtual rack force. The inertial compensation torque is determined based on the driver's hand force, the motor speed, and the virtual vehicle speed. The steering feedback torque of the steering wheel is determined based on the return torque, the damping torque, the inertia compensation torque, and the hand force closed-loop torque.

4. The method according to claim 1, characterized in that, The game scenarios in the game modes include at least one of the following: Aggressive Mode, High-Frequency Mode, and Lag Mode; the actual operating parameters include steering wheel angle and driver's hand force. The virtual operating parameters include virtual wheel angles; Based on the actual operating parameters, the virtual operating parameters, and the target virtual rack force, the vibration feedback torque of the steering wheel is determined, including: When the game scenario is in a violent mode, the vibration frequency and amplitude of the steering wheel in the violent mode are determined according to the state of the virtual vehicle in the violent mode. When the game scene is in high-frequency mode, the high-frequency torque is determined based on the target virtual rack force; When the game scenario is in a stuck mode, the stuck torque is determined based on the steering wheel angle, the virtual wheel angle, and the driver's hand force. The vibration feedback torque of the steering wheel is determined based on the vibration frequency, the vibration amplitude, the high-frequency torque, and the locking torque.

5. The method according to claim 4, characterized in that, The step of determining the high-frequency torque based on the target virtual rack force includes: Based on the target virtual rack force, the high-frequency initial motor torque is determined from the second mapping table; wherein the target virtual rack force and the high-frequency initial motor torque are positively correlated. High-frequency feature extraction is performed on the target virtual rack force to determine the high-frequency gain coefficient; The high-frequency torque is determined based on the initial high-frequency motor torque and the high-frequency gain coefficient.

6. The method according to any one of claims 1 to 5, characterized in that, The game launch command in response to the first object, wherein the game mode is launched when the vehicle meets the first preset conditions, includes: In response to the game start command from the first object, the vehicle's driving speed, the vehicle's gear status, and the vehicle's battery level are obtained; The game mode is activated when the driving speed is 0, the gear is in parking position, and the battery level is greater than a preset power threshold.

7. A vehicle steering wheel control device, characterized in that, The device includes: The starting unit is used to respond to the game start command of the first object and start the game mode when the vehicle meets the first preset conditions; The first determining unit is used to determine the target virtual rack force based on the actual operating parameters of the vehicle and the virtual operating parameters of the virtual vehicle in the game mode; The second determining unit is used to determine the steering feedback torque and the vibration feedback torque of the steering wheel based on the actual operating parameters, the virtual operating parameters and the target virtual rack force. The control unit is used to control the steering wheel of the vehicle to output the steering feedback torque and the vibration feedback torque; The actual operating parameters include steering wheel angle, steering wheel angular velocity, and driver's hand force; the virtual operating parameters include virtual vehicle speed, virtual lateral acceleration, road surface slope coefficient, adhesion coefficient, and road type; the first determining unit is specifically used to determine a first rack force based on the obtained steering wheel angle, steering wheel angular velocity, driver's hand force, virtual vehicle speed, and virtual lateral acceleration; determine a second rack force based on the road surface slope coefficient, adhesion coefficient, and road type; and determine the target virtual rack force based on the first rack force and the second rack force.

8. A vehicle comprising a processor and a memory, the memory storing a computer program executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, It stores a computer program that, when executed by a processor, implements the steps of the method described in any one of claims 1 to 6.

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