Vehicle knob control method, controller, vehicle, medium and program product
By real-time detection of the knob's status and adjustment of the damping force of the force feedback motor, the problem of fixed damping force of the force feedback knob was solved, enabling tactile feedback that adapts to the driver's needs in different driving scenarios, thus improving driving safety and comfort.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-12-22
- Publication Date
- 2026-04-14
AI Technical Summary
In existing technologies, the damping force of force feedback knobs is fixed, which cannot adapt to the different needs of drivers for tactile feedback in different driving scenarios.
By detecting the real-time status of the knob, the damping force is adjusted using a force feedback motor. The damping force is dynamically adjusted based on the real-time rotation speed and angle, and combined with the vehicle's driving environment, the damping force can be dynamically adjusted.
It provides differentiated tactile feedback in different driving scenarios, ensuring that the driver can accurately operate the knob without distracting their eyes, thereby improving driving safety and comfort.
Smart Images
Figure CN121857907A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle technology, and more particularly to vehicle knob control methods, controllers, vehicles, media, and program products. Background Technology
[0002] In related technologies, the clear and familiar damping feel of the force feedback knob on the vehicle allows the driver to confirm the operation without taking their eyes off the road, reducing driving risks.
[0003] However, the damping force of the force feedback knob in the relevant technology is fixed, which cannot adapt to the different needs of drivers for tactile feedback in different driving scenarios. Summary of the Invention
[0004] The main objective of this application is to provide a vehicle knob control method, controller, vehicle, medium, and program product, aiming to solve the technical problem that the fixed damping of the force feedback knob is difficult to adapt to the different needs of drivers for tactile feedback in different driving scenarios.
[0005] To achieve the above objectives, this application proposes a vehicle knob control method. The knob includes a knob part and a force feedback motor. The force feedback motor is connected to the knob part and is configured to provide a rotational damping force opposite to the rotation direction of the knob part. Vehicle knob control methods include: Obtain the real-time status of the knob; the real-time status includes the real-time rotation speed. The target output damping force of the force feedback motor is determined based on the real-time rotation speed; the magnitude of the target output damping force is negatively correlated with the real-time rotation speed. Adjust the drive parameters of the force feedback motor according to the target output damping force.
[0006] In one embodiment, the real-time status also includes the real-time rotation angle of the knob; Based on the real-time rotational speed, determine the target output damping force of the force feedback motor, including: The target output damping force of the force feedback motor is determined based on the real-time rotation speed and real-time rotation angle; the magnitude of the target output damping force is negatively correlated with the real-time rotation angle.
[0007] In one embodiment, determining the target output damping force of the force feedback motor based on the real-time rotational speed and real-time rotational angle includes: When the real-time rotation angle is greater than or equal to the preset angle threshold, the target output damping force of the force feedback motor is determined based on the real-time rotation speed and the real-time rotation angle. and / or; Based on the real-time rotational speed and real-time rotational angle, the target output damping force of the force feedback motor is determined, including: The current speed range of the real-time rotation speed is determined from multiple preset speed ranges, and the current angle range of the real-time rotation angle is determined from multiple preset angle ranges. Query the pre-stored mapping relationship to determine the target output damping force that matches the current interval pair; the pre-stored mapping relationship includes the correspondence between multiple pre-stored interval pairs and multiple output damping forces. The pre-stored interval pair includes a pre-stored speed interval and a pre-stored angle interval, and the current interval pair includes the current speed interval and the current angle interval.
[0008] In one embodiment, determining the target output damping force of the force feedback motor based on the real-time rotational speed includes: The target output damping force of the force feedback motor is determined based on the vehicle's real-time driving environment and real-time status; the magnitude of the target output damping force is positively correlated with the degree of interference of the real-time driving environment on the driver.
[0009] In one embodiment, the force feedback motor is a DC motor, and the rotor of the DC motor rotates following the knob. The knob also includes two interconnected detection brushes, which are respectively connected to the commutator of the force feedback motor to alternately connect with multiple coils of the force feedback motor and form a closed loop. Obtain the real-time status of the knob, including: When an electrical signal is detected in a closed loop, the real-time state of the knob is determined based on the electrical signal.
[0010] In one embodiment, after adjusting the drive parameters of the force feedback motor according to the target output damping force, the vehicle knob control method further includes: Return to execution and determine the real-time status of the knob based on the electrical signal; Based on the real-time rotation angle, determine whether the knob has rotated to the preset boundary position; When the knob is rotated to the preset boundary position, the control force feedback motor operates in the preset boundary mode to remind the driver that the knob has reached the preset boundary position.
[0011] In addition, to achieve the above objectives, this application also provides a knob controller adapted to communicate with a force feedback motor of a knob. The knob controller includes a memory, a processor, and a computer program stored in the memory and executable on the processor. The computer program is configured to implement the steps of the vehicle knob control method described above.
[0012] Furthermore, to achieve the above objectives, this application also provides a vehicle, the vehicle comprising: A knob, comprising a knob portion and a force feedback motor connected to the knob portion, the force feedback motor being configured to provide a rotational damping force opposite to the rotation direction of the knob portion; and As described above, the knob controller is communicatively connected to the force feedback motor.
[0013] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the vehicle knob control method described above.
[0014] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the vehicle knob control method described above.
[0015] One or more technical solutions proposed in this application have at least the following technical effects: Compared to the fixed damping force of the force feedback knob in related technologies, the damping force in this application is related to the real-time rotation speed of the knob, thereby achieving differentiated tactile feedback in different scenarios to suit the different tactile feedback needs of drivers in different driving scenarios.
[0016] Furthermore, the real-time rotation speed of the knob is negatively correlated with the damping force provided by the force feedback motor. Thus, the slower the knob rotates, the greater the damping force provided by the force feedback motor. This provides greater tactile feedback, allowing the driver to accurately position the knob at the desired gear without taking their eyes off the road. Conversely, the faster the knob rotates, the less damping force provided by the force feedback motor. This provides less tactile feedback, allowing the driver to quickly turn the knob and avoid interfering with normal driving. Attached Figure Description
[0017] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.
[0018] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0019] Figure 1 This is a flowchart illustrating the first embodiment of the vehicle knob control method of this application; Figure 2This is a schematic diagram of the force feedback motor in the knob of this application; Figure 3 This is a three-dimensional schematic diagram of the force feedback motor in the knob of this application; Figure 4 This is a flowchart illustrating the second embodiment of the vehicle knob control method of this application; Figure 5 This is a flowchart illustrating the third embodiment of the vehicle knob control method of this application; Figure 6 This is a simplified flowchart illustrating a vehicle knob control method according to this application; Figure 7 This is a schematic diagram of the knob controller structure of the hardware operating environment involved in the vehicle knob control method in the embodiments of this application.
[0020] Explanation of icon numbers: 10. Knob housing; 21. Outer stator; 22. Coil; 23. Commuter; 24. Drive brush; 25. Detection brush.
[0021] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation
[0022] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.
[0023] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.
[0024] In vehicles, the clear and familiar damping feel of force feedback knobs allows drivers to confirm operations without taking their eyes off the road, reducing driving risks. In related technologies, the damping of force feedback knobs is fixed. However, for drivers in vehicles, their needs for tactile feedback from force feedback knobs vary in different usage scenarios. For example, with a vehicle's air conditioning temperature control knob, a stronger tactile feedback is needed for accurate temperature adjustments, helping the driver to accurately perceive the temperature change. Conversely, a weaker tactile feedback is needed for large-scale temperature adjustments, reducing resistance and allowing the driver to quickly turn the knob to achieve the desired temperature adjustment. Therefore, drivers have different needs for tactile feedback in different driving scenarios.
[0025] To this end, this application provides a solution in which the damping force of the force feedback knob is related to the rotation speed of the knob part, thereby realizing differentiated tactile feedback in different scenarios to suit the different tactile feedback needs of drivers in different driving scenarios.
[0026] Before providing a further detailed description of the embodiments of this application, the nouns and terms used in the embodiments of this application will be explained. The nouns and terms used in the embodiments of this application shall be interpreted as follows: Force feedback motors are motors that can simulate physical resistance and provide tactile feedback, widely used in gaming peripherals, medical training, and industrial control. The core of a force feedback motor lies in its Field-Oriented Control (FOC) algorithm. When the rotor rotates under external force, its internal rotary encoder immediately detects the angle and speed of rotation, and then achieves precise torque control by adjusting the current or voltage loop. For example, in a force feedback knob, adjusting the target current value can simulate different tactile sensations such as smooth, damped, or ratchet.
[0027] The technical solution of this application and how it solves the above-mentioned technical problems will be described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will be described below with reference to the accompanying drawings.
[0028] Based on this, this application provides a vehicle knob control method, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the vehicle knob control method of this application.
[0029] In this embodiment, the vehicle knob control method includes steps S10~S20: Step S10: Obtain the real-time status of the knob.
[0030] Real-time status includes real-time rotation speed.
[0031] Step S20: Determine the target output damping force of the force feedback motor based on the real-time rotational speed. The magnitude of the target output damping force is negatively correlated with the real-time rotational speed.
[0032] Step S30: Adjust the drive parameters of the force feedback motor according to the target output damping force.
[0033] The knob includes a knob part and a force feedback motor. The rotor of the force feedback motor rotates with the knob part, and the force feedback motor is configured to provide rotational damping force in the opposite direction to the rotation of the knob part.
[0034] Specifically, please refer to Figure 2 and Figure 3The knob includes a knob housing 10, within which a receiving cavity is defined, and a force feedback motor is installed within the receiving cavity. The force feedback motor can be a brushless DC motor or a brushed DC motor, and can be an internal rotor motor or an external rotor motor; this embodiment is not limited in this respect.
[0035] In one specific embodiment, the force feedback motor includes an outer stator 21 and an inner rotor. The outer stator 21 includes magnets made of magnetic materials such as silicon steel sheets with high magnetic permeability. The inner rotor is mounted on a motor shaft and includes multiple wound coils 22. A commutator 23 is arranged on the motor shaft and rotates along with the inner rotor. Two drive brushes 24 are also provided in the housing cavity, one connected to the positive terminal of the power supply and the other connected to the negative terminal. When the inner rotor rotates, the copper sheets of the commutator 23 slide past the drive brushes 24 in sequence. A knob is connected to the motor shaft outside the housing cavity. The knob is the part that the driver or user operates directly by hand and can rotate around the central axis of the knob. In the direction of rotation of the knob, the entire rotation stroke of the knob can be configured to at least two positions. Each position is a preset boundary position. It is understood that the knob can be arranged coaxially with the motor shaft and fixedly connected to each other, so that the rotor and the knob rotate synchronously. Alternatively, the knob can be connected to the motor shaft via a gear set or other transmission components, allowing the knob to rotate synchronously with the rotor. The following explanation uses a DC brushed motor as an example of a force feedback motor.
[0036] In this embodiment, the knob controller can be integrated into the knob housing, such as by setting a circuit board inside the knob housing and mounting the knob controller on the circuit board. Alternatively, it can be integrated into other vehicle-mounted controllers; this embodiment is not limited in this respect. This embodiment uses the knob controller as the executing entity as an example to illustrate this embodiment and the following embodiments.
[0037] Regarding how to obtain the real-time status of the knob: Alternatively, the knob may include a rotary encoder, allowing the knob controller to acquire the real-time status of the knob via the rotary encoder.
[0038] Alternatively, the knob includes two interconnected detection brushes 25, each contacting a commutator 23 to alternately connect with multiple coils 22 and form a closed loop. For example, the two detection brushes 25 can be positioned symmetrically between the drive brush 24 and the inner rotor, and engage with the commutator 23. The two detection brushes 25 are connected to each other via wires. It is clear that in this embodiment, as the inner rotor rotates, the two detection brushes 25 sequentially connect to different coils 22 via the commutator 23 to form a closed loop. That is, as the motor shaft rotates, the wires between the two detection brushes 25 can detect electrical pulse signals. Therefore, for a force feedback motor, since it needs to adjust torque control through a current loop or voltage loop, it also has corresponding voltage or current sensors. This embodiment can use the existing voltage or current sensors of the force feedback motor to detect the electrical signals in the closed loop. Alternatively, additional voltage or current sensors can be added to detect the electrical signals in the closed loop. After obtaining the electrical signal, the voltage sensor or current sensor can generate electrical signal-time curve data based on the detected real-time electrical signal. At this time, the knob controller can specifically execute step S10A: when an electrical signal is detected in the closed loop, determine the real-time state of the knob based on the electrical signal.
[0039] In other words, the knob controller can calculate the real-time state of the knob using a rotary encoder or the aforementioned electrical signal-time curve data. It should be noted that the real-time state of the knob includes, but is not limited to, rotation direction, real-time rotation speed, and real-time rotation angle.
[0040] In this embodiment, the knob controller uses a pre-stored FOC algorithm based on the real-time rotation speed to determine the target output damping force of the force feedback motor. Based on this target output damping force, the drive parameters of the force feedback motor are adjusted to ensure the knob provides corresponding damping. It is understood that the target output damping force can be a specific numerical value. For example, for a force feedback motor, the target output damping force corresponds to a specific target current or voltage value. After calculating the target current or voltage value, it can be adjusted by changing the duty cycle of the voltage drive signal or the current drive signal.
[0041] Alternatively, the target output damping force can also be a corresponding level. Each level has corresponding drive parameters. In one example, the output damping force has four preset levels: strong, medium, weak, and weakest. The strong level corresponds to an increase in the drive signal duty cycle to 90%; the medium level corresponds to a decrease in the drive signal duty cycle to 60%; the weak level corresponds to an increase in the drive signal duty cycle to 30%; and the weakest level corresponds to an increase in the drive signal duty cycle to 10%.
[0042] It's important to note that vehicle knobs should be operable without the driver taking their eyes off the road. Furthermore, vehicle knobs may have multiple preset settings, such as the air conditioning temperature control knob with numerous temperature settings. At low engine speeds, lower resistance makes it difficult for the driver to accurately perceive the adjustment range during blind operation, requiring multiple adjustments to reach the desired temperature setting. Conversely, at high engine speeds, higher resistance makes it difficult for the driver to quickly and widely rotate the knob to adjust the temperature.
[0043] Therefore, in this embodiment, the real-time rotation speed of the knob is negatively correlated with the damping force provided by the force feedback motor. Thus, the slower the knob rotates, the greater the damping force provided by the force feedback motor, resulting in greater tactile feedback that allows the driver to accurately position the knob at the desired gear without taking their eyes off the road. Conversely, the faster the knob rotates, the less damping force provided by the force feedback motor, resulting in less tactile feedback that allows the driver to quickly turn the knob, avoiding interference with normal driving.
[0044] Taking an air conditioning temperature control knob as an example, if the driver needs to adjust the temperature by 0.5℃, since 0.5℃ only requires turning the knob a very small angle, such as turning it only one setting, the greater output resistance of the force feedback motor can provide noticeable tactile feedback, helping the driver to accurately turn the knob without taking their eyes off the road. Conversely, if the driver needs to adjust the temperature over a wide range from 16℃ to 28℃, the air conditioning temperature control knob needs to be turned a larger angle. Therefore, the smaller output resistance of the force feedback motor can provide weaker tactile feedback, helping the driver to turn the knob quickly.
[0045] Alternatively, in different driving scenarios, the speed at which a driver operates a knob may vary due to differences in their level of attention to the road. When a driver operates a knob quickly, they need to finish the operation quickly, thus requiring a reduction in tactile feedback. Conversely, when a driver operates a knob relatively slowly, they may have more time and attention to operate it, thus allowing for a higher level of tactile feedback.
[0046] Furthermore, the driver or user operates the knob to stop it at a predetermined preset boundary position. Of course, tactile feedback at the preset boundary position can be achieved through an additional damping structure, or it can still be achieved by the FOC algorithm of the force feedback motor. Therefore, in a feasible specific implementation, after step S20, the process returns to step S10A and executes steps S30~S40: Step S30: Determine whether the knob has rotated to the preset boundary position based on the real-time rotation angle.
[0047] In step S40, when the knob is rotated to a preset boundary position, the control force feedback motor operates in a preset boundary mode to remind the driver that the knob has reached the preset boundary position.
[0048] As before, the voltage and current sensors collect the electrical signal-time curve data in the closed loop in real time. After the force feedback motor provides tactile feedback, the knob controller can continue to calculate the real-time rotation angle of the knob based on the electrical signal-time curve data, and determine whether the knob has rotated to the preset boundary position.
[0049] Understandably, the preset boundary positions can be the positions of the knob. As mentioned before, the entire rotational travel of the knob can be configured with at least two preset boundary positions. In one example, the knob switch only includes two positions, "on" and "off," in which case the knob includes two preset boundary positions. Alternatively, in another example, the seat back adjustment knob switch includes four angle adjustment positions, in which case each angle adjustment position is a preset boundary position.
[0050] After pre-defining preset boundary positions, the knob controller can store the angular orientation data corresponding to each preset boundary position. That is, a planar coordinate system can be constructed with the rotation center of the knob as the origin and one of the preset boundary positions as the 0° direction, thus pre-marking the angles of each preset boundary position / gear relative to the 0° direction on the plane where the knob is located. During rotation, the knob controller determines whether the knob has rotated to a certain preset boundary position based on the real-time rotation angle and the starting position of the knob switch in the current rotation. It should be noted that rotating the knob to a preset boundary position can mean that the knob has reached or is close to that preset boundary position.
[0051] When the knob is determined to have rotated to a preset boundary position, the knob controller can select to run the preset boundary mode in the FOC algorithm, thereby providing the user with special tactile damping to remind the driver that the knob has reached the preset boundary position.
[0052] As an alternative, the preset boundary mode can control the boundary damping output of the force feedback motor. The boundary damping is greater than the rotational damping force provided during rotation, thereby reminding the driver that the knob has reached the preset boundary position.
[0053] Alternatively, as another option, the preset boundary mode can be to control the force feedback motor to output a short, stepped damping force. The stepped damping force exhibits a sudden change in damping force within a very short period of time, thereby reminding the driver that the knob has reached the preset boundary position.
[0054] Alternatively, as another option, the preset boundary mode can also control the force feedback motor to output a short reverse pulse when it reaches the preset boundary position, simulating the "click" feeling of the knob, thereby reminding the driver that the knob has reached the preset boundary position.
[0055] Therefore, this specific embodiment allows the driver or user to feel the corresponding tactile feedback through the preset boundary mode, so that they can accurately feel that the knob has been turned to one of the preset boundary positions / gears without relying on visual perception, thereby improving the safety of blind operation.
[0056] It is easy to see that in this embodiment, the damping force is related to the rotation speed of the knob, thereby achieving differentiated tactile feedback in different scenarios to suit the different tactile feedback needs of drivers in different driving scenarios.
[0057] Furthermore, compared to control modes where knob rotation speed is positively correlated with damping (providing a controlled and stable rotational feel at slow speeds, while at fast speeds, when the user rotates the knob causing a wide-ranging switch of the controlled object such as the operating interface, greater damping can effectively prevent over-rolling, allowing the knob to remain more stably on the target option / gear), the control mode where knob rotation speed is negatively correlated with damping provided in this embodiment offers better tactile feedback accuracy and a greater sense of confirmation. This is suitable for functional knobs in vehicles that require highly precise final settings, have a clear sense of gear position during operation, and / or require rapid and wide-ranging adjustments, such as air conditioning temperature control knobs, gear shift knobs, light control knobs, and multimedia knobs.
[0058] Furthermore, for the driver, the tactile feedback required when turning the knob across a large number of gears is different from the tactile feedback required when finally stopping the knob at the desired gear. Relying solely on real-time rotation speed is insufficient to accurately distinguish whether the driver is in the "crossing a large number of gears" or "approaching the desired gear" stage. Therefore, based on the first embodiment of this application, a second embodiment of this application is proposed. In the second embodiment of this application, content that is the same as or similar to that in the first embodiment can be referred to the above description and will not be repeated hereafter. Based on this, please refer to... Figure 4 When the knob controller executes step S20, it specifically includes: Step S20A: Determine the target output damping force of the force feedback motor based on the real-time rotation speed and real-time rotation angle.
[0059] Among them, the magnitude of the target output damping force is negatively correlated with the real-time rotation angle.
[0060] In this embodiment, the real-time status also includes the real-time rotation angle of the knob. The real-time rotation angle can be indicated by positive and negative markings on its rotation direction, and can be the angle rotated relative to the initial rotation position.
[0061] Specifically, the entire rotational stroke of the knob can be configured with at least two preset boundary positions, i.e., at least two gears. When the knob is rotated, the knob controller, based on the real-time rotation angle and the starting position of the knob switch in the current rotation, combined with the real-time rotational speed of the knob, can determine whether the knob is in the "crossing a large number of gears" stage or in the "approaching and stopping at the expected gear" stage, and thus determine whether the corresponding target output damping force needs to be stronger or weaker.
[0062] Understandably, in the initial stage of the "crossing multiple gears" phase, the real-time rotation speed is higher, and the real-time rotation angle is relatively smaller. At this time, it is difficult to confirm whether it is the "crossing multiple gears" phase, so the tactile damping can be the normally determined feedback damping. However, as the real-time rotation angle further increases, it can be confirmed that a large number of gears are being crossed. Therefore, the tactile damping can be reduced, thereby making it easier for the driver to quickly operate the knob to cross multiple gears by reducing the operating feel. Therefore, the real-time rotation angle is negatively correlated with the target output damping force, that is, during the current rotation, as the rotating part continues to rotate, the damping force output by the force feedback motor becomes smaller and smaller.
[0063] Of course, in order to distinguish between specific application scenarios such as small-angle rotation of the knob and large-angle transitions across multiple gears, in one specific implementation, when the knob controller executes step S20A, it specifically determines the target output damping force of the force feedback motor based on the real-time rotation speed and the real-time rotation angle when the real-time rotation angle is greater than or equal to a preset angle threshold.
[0064] Specifically, for the aforementioned air conditioning temperature control knobs, if the user only adjusts by ±0.5℃, it does not involve a specific application scenario of crossing a large number of gears. Therefore, the knob controller can store a preset angle threshold, such as 30°. Thus, when the real-time rotation angle is greater than or equal to 30°, it can be considered that the driver's current action crosses a large number of gears. Therefore, according to the vehicle knob control method provided in this embodiment, the damping force of the force feedback motor is determined based on the real-time rotation speed and the real-time rotation angle.
[0065] Conversely, when the real-time rotation angle is less than 30°, it can be assumed that the driver's current action does not involve a large angle transition across a large number of gears. Therefore, the damping force of the force feedback motor can be determined according to the vehicle knob control method provided in the first embodiment of this invention.
[0066] It is easy to see that by comparing the real-time rotation angle with the preset angle threshold, the driver's operating intention can be accurately identified, thereby improving the interactive experience of the knob and providing better tactile feedback that is more in line with the user's intention.
[0067] Regarding the specific method for determining the target output damping force, as one option in this embodiment, the real-time rotation angle and the target output damping force can be pre-determined by the vehicle manufacturer through experiments and simulations to obtain a preset functional relationship. In the application process, the final target output damping force is obtained by combining the preset functional relationship between the real-time rotation angle and the target output damping force, as well as the preset functional relationship between the real-time rotation speed and the target output damping force, with the FOC algorithm.
[0068] Alternatively, as another option in this embodiment, when the knob performs step S20A, it specifically includes steps S201 to S202: Step S201: Determine the current speed range of the real-time rotation speed from multiple preset speed ranges, and determine the current angle range of the real-time rotation angle from multiple preset angle ranges.
[0069] Step S202: Query the pre-stored mapping relationship to determine the target output damping force that matches the current interval pair.
[0070] The preset mapping relationship includes the correspondence between multiple preset interval pairs and multiple output damping forces. The preset interval pair includes a preset speed interval and a preset angle interval, and the current interval pair includes the current speed interval and the current angle interval.
[0071] Specifically, car manufacturers can obtain a preset mapping relationship through experiments and simulations. This preset mapping relationship includes the correspondence between multiple preset interval pairs and multiple output damping forces. The knob controller can match the obtained real-time rotation speed with multiple preset speed intervals to determine its current speed interval. The knob controller can also match the obtained real-time rotation speed with multiple preset angle intervals to determine the current angle interval of the real-time rotation angle. Based on the current speed interval and the current angle interval, the knob controller determines the current interval pair, and then can query the pre-stored mapping relationship to obtain the corresponding target output damping force / target output resistance setting.
[0072] In one example, taking a rotary switch with two preset boundary positions, on and off, as an example, the preset mapping relationship is shown in Table 1 below:
[0073] As can be seen in this example, the real-time rotation speed includes two ranges: low speed and high speed. The output damping force corresponding to high speed is relatively weak and the weakest, while the output damping force corresponding to low speed is relatively strong and medium. Thus, the knob rotation speed provided is negatively correlated with the damping, that is, it provides a stronger operating feel at low speed and a weaker operating feel at high speed.
[0074] The real-time rotation angle also has two ranges: 30°~90° and 90°~180°. As mentioned before, when the real-time rotation angle is less than 30°, it can be assumed that the driver's current action does not involve a large angle transition across a large number of gears. Therefore, the damping force of the force feedback motor can be determined according to the vehicle knob control method provided in the first embodiment of this invention. In the 30°~90° range, taking the low speed range as an example, it is not entirely certain that the driver is operating the knob to quickly transition across multiple gears. Therefore, a relatively strong output damping force can still be provided according to the ordinary FOC algorithm. However, after the real-time rotation angle is greater than 90°, it can be confirmed that the driver is operating the knob to quickly transition across multiple gears. Therefore, the output damping force of the force feedback motor can be reduced to provide a relatively weaker operating feel, which is conducive to the driver quickly transitioning across a large number of gears.
[0075] It's easy to see that by pre-establishing the mapping relationship, the process of determining the target output damping force can be simplified, thereby reducing the computational load on the knob controller. Of course, lower computational load and multiple fixed output damping force levels also ensure that the knob's tactile feedback remains stable and reliable over a long period.
[0076] Furthermore, for vehicles, the driver's perception of the external environment varies in different driving environments. For example, when driving on an open road, the driver has sufficient focus to feel the tactile feedback in their hands, thus accurately perceiving the rotation of the knob. However, on bumpy roads, the driver's tactile feedback is less sensitive, reducing the perception of the knob's rotation. Therefore, based on the first and second embodiments of this application, a third embodiment of this application is proposed. In this third embodiment, content that is the same as or similar to the first and second embodiments described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 5 Step S20 specifically includes step S20B: determining the target output damping force of the force feedback motor based on the vehicle's real-time driving environment and real-time status.
[0077] Among them, the magnitude of the target output damping force is positively correlated with the degree of interference of the real-time driving environment on the driver.
[0078] Specifically, the real-time driving environment of a vehicle includes not only external environmental factors that can affect the driver, but also internal environmental factors that can affect the driver. These environmental factors will interfere with the driver's blind operation of knobs and switches during driving; in other words, the real-time driving environment of the vehicle will interfere with the driver's experience.
[0079] Therefore, when the real-time driving environment is highly distracting for the driver, the output damping force of the force feedback motor can be increased to enhance the tactile feedback of the rotary switch. Greater damping allows the driver to reliably confirm operation without taking their eyes off the road. Conversely, when the real-time driving environment is less distracting for the driver, the output damping force of the force feedback motor can be reduced to decrease the tactile feedback of the rotary switch. Less damping further reduces tactile feedback, improving the comfort of blind operation and providing a smoother feel.
[0080] After determining the target output damping force that matches the vehicle's real-time driving environment and the real-time state of the knob, the drive parameters of the force feedback motor can be adjusted according to the FOC algorithm to provide appropriate tactile feedback.
[0081] In some feasible implementations, step S20B specifically includes steps S211 to S212: Step S211: Determine the degree of interference of the real-time driving environment on the driver.
[0082] The level of interference is determined based on at least one of the following: vehicle bump data, in-vehicle noise data, and driving lighting conditions.
[0083] Step S212: Determine the target output damping force that matches the disturbance level.
[0084] Specifically, various sensors installed on the vehicle can detect driving status data such as wheel acceleration, vehicle acceleration, suspension height, or suspension height change rate. Of course, the onboard camera can also capture road images to obtain road condition data. Additionally, while the vehicle is driving on the road, the vehicle controller can obtain road condition data for the current road segment from the navigation application. Thus, the vehicle controller can determine the vehicle's bump status data based on at least one of the aforementioned driving status data, road images, and road condition data. The vehicle's bump status data includes, but is not limited to, bump type, bump duration, and bump amplitude. For example, bump type can be bridge surface bumps, speed bumps, small potholes, large potholes, continuous bumpy sections, and off-road sections. Bump amplitude can include at least low, medium, and high. Understandably, the bumpier the road surface and / or the longer the bump duration, the greater the interference to the driver. In this case, it is necessary to increase the output damping of the force feedback motor to ensure that the driver can accurately perceive the travel of the knob. Conversely, when the road surface is relatively smooth, there is less interference to the driver, which can relatively reduce the output damping of the force feedback motor, thereby improving the driving comfort.
[0085] In-vehicle noise data can be collected through in-vehicle voice assistants or the driver's mobile phone and synchronized to the vehicle controller. Understandably, when in-vehicle noise is high, the driver is easily distracted by the noise; therefore, it is necessary to increase the output damping of the force feedback motor to ensure the driver can accurately perceive the travel of the knob. Conversely, when in-vehicle noise is low, the driver is less disturbed, and the output damping of the force feedback motor can be relatively reduced, thereby improving the comfort of the feel.
[0086] Driving lighting conditions can be determined by light parameters collected by a light sensor inside the driver's cabin and / or by real-time images captured by onboard cameras inside and outside the driver's cabin. Of course, for vehicles with smart cockpits, backend data from functions such as smart cockpit lighting adjustment can be synchronized to the vehicle controller to obtain driving lighting conditions. In this embodiment, driving lighting conditions include at least whether it is nighttime driving, daytime strong light, or a sudden change in brightness. Understandably, at night, the difference in brightness between the inside and outside of the vehicle causes blurred vision for the driver, making it difficult to see the road conditions. During the day, direct sunlight, road surface reflections, or glare from chrome trim on other vehicles can cause glare. Similarly, during sudden changes in brightness, such as entering or exiting tunnels or underpasses, the eyes need time to adjust. All of these situations require the driver to concentrate on driving. Therefore, to ensure the driver can accurately perceive the travel of the knob, the output damping of the force feedback motor needs to be increased.
[0087] After obtaining at least one of the aforementioned bump condition data, in-vehicle noise data, and driving light conditions, the vehicle controller can determine the level of interference of the real-time driving environment to the driver. Understandably, experts can manually determine multiple interference levels, such as levels 1-10, based on collected driving environment samples, and annotate the trigger conditions corresponding to each interference level. The trigger conditions are at least one of the bump condition data, in-vehicle noise data, and driving light conditions. Therefore, when the current vehicle's bump condition data, in-vehicle noise data, and driving light conditions at least partially match the trigger conditions for the corresponding level, the interference level for that level is determined as the desired interference level. The vehicle controller then sends the matched interference level to the rotary controller.
[0088] Alternatively, in some other possible implementations, step S20B specifically includes step S213: Step S213: Determine the target output damping force that matches the vehicle's current operating mode and / or current road conditions.
[0089] Specifically, the vehicle's operating modes include, but are not limited to, cruise mode, economy mode, off-road mode, and snow mode. The vehicle's current operating mode can be obtained from the vehicle controller via the rotary knob controller. Understandably, in off-road and snow modes, the vehicle may experience severe bumps or slippage, requiring the driver to concentrate fully on driving. Therefore, to ensure the driver can accurately perceive the travel of the rotary knob, the output damping of the force feedback motor needs to be increased.
[0090] Current road conditions can be determined by the vehicle's onboard camera through images, or obtained by the vehicle controller through a navigation application. These conditions include, but are not limited to, data on road surface roughness, changes in lighting, and whether the vehicle has entered a tunnel. As mentioned earlier, in scenarios with significant road roughness, prolonged roughness, drastic changes in lighting, or just entering a tunnel, the driver needs to concentrate fully on driving. Therefore, to ensure the driver can accurately perceive the travel of the knob, the output damping of the force feedback motor needs to be increased.
[0091] The vehicle controller can determine whether it is suitable for the driver to drive based on the current operating mode and / or the current road conditions, and then output the matching result to the knob controller. The knob controller then outputs the target output damping force that matches the current operating mode and / or the current road conditions of the vehicle.
[0092] Of course, the aforementioned output damping force can also be determined by the knob controller itself based on at least one of the acquired vehicle bump state data, in-vehicle noise data, and driving light conditions, or at least one of the vehicle bump state data, in-vehicle noise data, and driving light conditions.
[0093] Alternatively, for the two specific implementation methods described above, determining the matching target output damping force can be achieved by pre-storing a conversion algorithm between disturbance level and target output damping force in the knob controller. This conversion algorithm can be determined in advance by the vehicle manufacturer through experiments or simulations. The knob controller calculates the target output damping force that matches the disturbance level based on the disturbance level and the conversion algorithm.
[0094] Alternatively, when the knob controller executes steps S211 or S213, it can determine the target damping force level from multiple preset damping force levels of the force feedback motor based on the vehicle's real-time driving environment and real-time status. The output damping force varies depending on the preset damping force level.
[0095] For example, a force feedback motor may be pre-configured with at least four preset damping force levels. As the level increases, the output damping force increases. The triggering conditions for each preset damping force level are annotated. These triggering conditions include multiple parallel conditions, such as driving environment conditions (e.g., vehicle bump data, in-vehicle noise data, driving light conditions, current operating mode, and current road conditions), as well as real-time status conditions (e.g., the preset speed range and preset angle range provided in the previous example). If any one of the vehicle bump data, in-vehicle noise data, driving light conditions, current operating mode, or current road conditions, as well as the real-time rotational speed and / or real-time rotational angle, matches at least one of the multiple parallel conditions corresponding to a given preset damping force level, then the corresponding preset damping force level can be determined. Of course, if the triggering conditions for multiple preset damping force levels are all met, the higher preset damping force level is selected.
[0096] Considering only the real-time driving environment, the first gear is for driving in comfort or cruise control modes, where the force feedback motor has the lowest output damping force, thus improving tactile comfort. The second gear is for normal driving environments, where the force feedback motor has a moderate output damping force. The third gear is for scenarios with high noise levels, bumpy roads, nighttime driving, or daytime running lights that require the driver to concentrate; in these scenarios, the force feedback motor has a relatively higher output damping force, thus improving the accuracy of tactile feedback. Of course, for extreme scenarios such as off-road mode or snow mode, a fourth gear with even higher damping can be configured separately.
[0097] It is easy to see that this embodiment uses the vehicle's real-time driving environment as one of the factors in determining the knob's feedback damping, thereby adapting the knob's operating feel to the vehicle's real-time driving environment to improve the driver's or user's interactive experience, and of course, also enhances the driving experience. Furthermore, the change in target damping force calculated through the conversion algorithm is smoother, thus providing differentiated tactile feedback for different scenarios and achieving a richer interactive experience. The calculation of determining the target damping force level from multiple preset damping force levels of the force feedback motor is also simpler, thus achieving a multi-layered interactive experience and tactile feel at low cost.
[0098] For example, to help understand the implementation flow of the vehicle knob control method obtained by combining this embodiment with the above embodiments one to three, please refer to... Figure 6 , Figure 6 A simplified flowchart of a vehicle knob control method is provided, specifically: (1) After the driver or user starts rotating, the voltage sensor or current sensor detects the pulse signal of the closed loop.
[0099] (2) The knob controller calculates the real-time status of the knob based on the pulse signal: rotation direction, angle and speed.
[0100] (3) Match the angle and speed with the range of Table 1 above; at low speed, increase the motor driving capability and enhance the resistance; at high speed, reduce the motor driving capability and reduce the damping.
[0101] (4) After the knob controller calculates the real-time state of the knob part based on the pulse signal, the knob controller also determines whether the knob part has reached the rotation boundary, thereby reaching the preset boundary position.
[0102] (5) If the rotation boundary is reached, the knob controller controls the force feedback motor to operate in the preset boundary mode and outputs boundary damping to remind the driver that the knob has reached the preset boundary position.
[0103] (6) If the rotation boundary is not reached, return to continue pulse signal detection.
[0104] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the vehicle knob control method of this application. Any simple modifications based on this technical concept are within the protection scope of this application.
[0105] This application provides a knob controller comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the vehicle knob control method of the above embodiment 1.
[0106] The following is for reference. Figure 7 The diagram illustrates a structural schematic suitable for implementing the rotary controller of the embodiments of this application. The rotary controller in the embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 7 The rotary controller shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.
[0107] like Figure 7As shown, the knob controller may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in ROM 1002 (Read Only Memory) or a program loaded from storage device 1003 into RAM 1004 (Random Access Memory). RAM 1004 also stores various programs and data required for the operation of the knob controller. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via bus 1005. An I / O (Input / Output) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, LCDs (Liquid Crystal Displays), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the rotary controller to communicate wirelessly or wiredly with other devices to exchange data. Although a rotary controller with various systems is shown in the figure, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems can be implemented alternatively.
[0108] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.
[0109] The knob controller provided in this application, employing the vehicle knob control method described in the above embodiments, solves the technical problem that the fixed damping of force feedback knobs is difficult to adapt to the different tactile feedback needs of drivers in different driving scenarios. Compared with related technologies, the beneficial effects of the knob controller provided in this application are the same as those of the vehicle knob control method provided in the above embodiments, and other technical features of this knob controller are the same as those disclosed in the above method embodiments, and will not be repeated here.
[0110] The knob controller provided in this embodiment is suitable for communication connection with the force feedback motor of a knob. Please refer to [link / reference]. Figure 2 and Figure 3 The knob includes a knob housing 10, within which a receiving cavity is defined, and a force feedback motor is installed within the receiving cavity. The force feedback motor can be a brushless DC motor or a brushed DC motor, and can be an internal rotor motor or an external rotor motor; this embodiment is not limited in this respect.
[0111] In one specific embodiment, the force feedback motor includes an outer stator 21 and an inner rotor. The outer stator 21 includes magnets made of magnetic materials such as silicon steel sheets with high magnetic permeability. The inner rotor is mounted on a motor shaft and includes multiple wound coils 22. A commutator 23 is arranged on the motor shaft and rotates along with the inner rotor. Two drive brushes 24 are also provided in the housing cavity, one connected to the positive terminal of the power supply and the other connected to the negative terminal. When the inner rotor rotates, the copper sheets of the commutator 23 slide past the drive brushes 24 in sequence. A knob is connected to the motor shaft outside the housing cavity. The knob is the part that the driver or user operates directly by hand and can rotate around the central axis of the knob. In the direction of rotation of the knob, the entire rotation stroke of the knob can be configured to at least two positions. Each position is a preset boundary position. It is understood that the knob can be arranged coaxially with the motor shaft and fixedly connected to each other, so that the rotor and the knob rotate synchronously. Alternatively, the knob can be connected to the motor shaft via a gear set or other transmission components, allowing the knob to rotate synchronously with the rotor. The following explanation uses a DC brushed motor as an example of a force feedback motor. The knob includes two interconnected detection brushes 25, each contacting and connected to a commutator 23, to alternately connect with multiple coils 22 and form a closed loop. For example, the two detection brushes 25 can be positioned symmetrically between the drive brush 24 and the inner rotor, and engage with the commutator 23. The two detection brushes 25 are connected to each other via wires. It is clear that in this embodiment, as the inner rotor rotates, the two detection brushes 25 sequentially connect to different coils 22 via the commutator 23, forming a closed loop. That is, as the motor shaft rotates, the wires between the two detection brushes 25 can detect electrical pulse signals.
[0112] It is easy to see that in this embodiment, the knob integrates the detection brush 25 into the force feedback motor, thus achieving a simplified design of the overall structure.
[0113] Furthermore, this application provides a vehicle including a knob and a knob controller. The knob includes a knob portion and a force feedback motor connected to the knob portion, and the force feedback motor is configured to provide a rotational damping force opposite to the rotation direction of the knob portion.
[0114] The specific structure of the knob controller is as described in the above embodiments. Since this knob controller adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.
[0115] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the vehicle knob control method in the above embodiments.
[0116] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems or devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.
[0117] The aforementioned computer-readable storage medium may be included in the knob controller; or it may exist independently and not assembled into the knob controller.
[0118] The aforementioned computer-readable storage medium carries one or more programs that, when executed by the knob controller, cause the knob controller to: obtain the real-time state of the knob; the real-time state including the real-time rotation speed; determine the target output damping force of the force feedback motor based on the real-time rotation speed; wherein the magnitude of the target output damping force is negatively correlated with the real-time rotation speed; and adjust the drive parameters of the force feedback motor based on the target output damping force.
[0119] Computer program code for performing the operations of this application can be written in one or more programming languages or a combination thereof, including object-oriented programming languages such as Java, Smalltalk, and C++, and conventional procedural programming languages such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).
[0120] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.
[0121] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.
[0122] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described vehicle knob control method. This solves the technical problem that the fixed damping of force feedback knobs is difficult to adapt to the different tactile feedback needs of drivers in different driving scenarios. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the vehicle knob control method provided in the above embodiments, and will not be repeated here.
[0123] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the vehicle knob control method described above.
[0124] The computer program product provided in this application can solve the technical problem that the fixed damping of the force feedback knob is difficult to adapt to the different needs of drivers for tactile feedback in different driving scenarios. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the vehicle knob control method provided in the above embodiments, and will not be repeated here.
[0125] The above description is only a part of the embodiments of this application and does not limit the scope of protection of this application. All equivalent structural transformations made under the technical concept of this application and using the content of this application specification and drawings, or direct / indirect applications in other related technical fields, are included in the scope of protection of this application.
Claims
1. A method for controlling a vehicle rotary knob, characterized in that, The knob includes a knob part and a force feedback motor, the force feedback motor is connected to the knob part, and the force feedback motor is configured to provide a rotational damping force opposite to the rotation direction of the knob part; The vehicle knob control method includes: The real-time status of the knob is obtained; the real-time status includes the real-time rotation speed. The target output damping force of the force feedback motor is determined based on the real-time rotation speed; wherein the magnitude of the target output damping force is negatively correlated with the real-time rotation speed. The drive parameters of the force feedback motor are adjusted according to the target output damping force.
2. The vehicle knob control method as described in claim 1, characterized in that, The real-time status also includes the real-time rotation angle of the knob. Determining the target output damping force of the force feedback motor based on the real-time rotation speed includes: The target output damping force of the force feedback motor is determined based on the real-time rotation speed and the real-time rotation angle; wherein the magnitude of the target output damping force is negatively correlated with the real-time rotation angle.
3. The vehicle knob control method as described in claim 2, characterized in that, Determining the target output damping force of the force feedback motor based on the real-time rotation speed and the real-time rotation angle includes: When the real-time rotation angle is greater than or equal to a preset angle threshold, the target output damping force of the force feedback motor is determined based on the real-time rotation speed and the real-time rotation angle. and / or; Determining the target output damping force of the force feedback motor based on the real-time rotation speed and the real-time rotation angle includes: The current speed range of the real-time rotation speed is determined from multiple preset speed ranges, and the current angle range of the real-time rotation angle is determined from multiple preset angle ranges. The pre-stored mapping relationship is queried to determine the target output damping force that matches the current interval pair. The pre-stored mapping relationship includes the correspondence between multiple pre-stored interval pairs and multiple output damping forces. The pre-stored interval pair includes a pre-stored speed interval and a pre-stored angle interval. The current interval pair includes the current speed interval and the current angle interval.
4. The vehicle knob control method as described in claim 1, characterized in that, Determining the target output damping force of the force feedback motor based on the real-time rotation speed includes: Based on the real-time driving environment and the real-time state of the vehicle, the target output damping force of the force feedback motor is determined; wherein, the magnitude of the target output damping force is positively correlated with the degree of interference of the real-time driving environment on the driver.
5. The vehicle knob control method according to any one of claims 1 to 4, characterized in that, The force feedback motor is a DC motor, and the rotor of the DC motor rotates following the knob. The knob also includes two interconnected detection brushes, which are respectively connected to the commutator of the force feedback motor to alternately connect with multiple coils of the force feedback motor and form a closed circuit. Obtaining the real-time status of the knob includes: When an electrical signal is detected in the closed loop, the real-time state of the knob is determined based on the electrical signal.
6. The vehicle knob control method as described in claim 5, characterized in that, After adjusting the drive parameters of the force feedback motor according to the target output damping force, the vehicle knob control method further includes: Return to the step of determining the real-time state of the knob based on the electrical signal; Based on the real-time rotation angle, determine whether the knob has rotated to a preset boundary position; When the knob is rotated to a preset boundary position, the force feedback motor is controlled to operate in a preset boundary mode to remind the driver that the knob has reached the preset boundary position.
7. A knob controller, characterized in that, The knob controller is adapted to communicate with the force feedback motor of the knob, the knob controller including a memory, a processor and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the vehicle knob control method as claimed in any one of claims 1 to 6.
8. A vehicle, characterized in that, The vehicles include: A knob, comprising a knob portion and a force feedback motor connected to the knob portion, the force feedback motor being configured to provide a rotational damping force opposite to the rotation direction of the knob portion; and The knob controller as described in claim 7 is communicatively connected to the force feedback motor.
9. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the vehicle knob control method as described in any one of claims 1 to 6.
10. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, implements the steps of the vehicle knob control method as described in any one of claims 1 to 6.