Simplified running vehicle physical model adjusting method and device

Abstract

The invention discloses a simplified running vehicle physical model adjusting method and device, is suitable for scenes such as games and simulation training, and runs on terminal equipment. The method aims at solving the problems that an existing model is complex in calculation and poor in adaptability, or simplified logic is fixed, and authenticity and performance are difficult to balance. The method comprises the following steps: determining an environment scene, a game type and a terminal equipment performance constraint; adjusting an air resistance coefficient and steering sensitivity according to game types, and adjusting an adhesion coefficient and a rolling resistance coefficient according to environment scenes; acquiring player input and converting the player input into a quantized value; calculating traction force, braking force and three kinds of resistance, and combining performance constraint to determine resultant force; correcting the parameters and the resultant force through slip response logic; and the vehicle motion state is updated and output to the rendering or interaction feedback module. The method can dynamically adapt to different scenes and terminals, reduce calculation overhead, reserve basic physical logic, avoid slipping and out-of-control, and effectively balance physical authenticity, user experience and operation efficiency.

Description

Technical Field

[0001] This invention relates to the field of vehicle physics modeling and dynamic adjustment technology, and in particular to a method and apparatus for adjusting a simplified vehicle physics model suitable for scenarios such as games and simulation training. Background Technology

[0002] With the rapid development of the gaming industry, virtual driving simulation, and interactive training systems, the demand for balancing the realism of virtual vehicle physical behavior with operational performance is becoming increasingly prominent. As the core module of these systems, the accuracy of the vehicle physics model directly affects the user experience (such as handling feel and scene immersion), while the complexity of the model determines the system's operational efficiency (such as frame rate stability and the ability to support multiple vehicles concurrently).

[0003] In existing technologies, vehicle physics models are mainly divided into two categories: one is high-precision physics models, which are based on the dynamic principles of real vehicles (such as multibody dynamics, tire friction models, transmission system simulation, etc.) and calculate the force and motion state of the vehicle through complex differential equations. Although they can reproduce real driving characteristics, the computational cost is extremely high, and they are only suitable for high-performance devices or professional simulation scenarios (such as racing simulators). They are difficult to meet the performance requirements of ordinary gaming devices or multi-vehicle concurrent scenarios. The other category is simplified physics models, which reduce complexity by ignoring a large number of physical details (such as directly using linear velocity control to replace force system calculations). However, the simplification logic is fixed and cannot be dynamically adjusted according to the scenario type (such as casual games, racing games, simulation games) or device performance. This results in the model either lacking realism in high-precision scenarios or running stuttering on low-performance devices. When designing simplified physical models of vehicles, the core is to find a balance between physical realism and game experience and performance efficiency—it is necessary to retain the basic physical logic of vehicle movement (avoiding complete "drifting" or unintuitive controls), reduce computational costs through simplification (to adapt to real-time game frame rates), and adapt to the feel requirements of specific game scenarios (such as racing, casual, and driving simulation).

[0004] Therefore, there is an urgent need for a method to adjust the physical model of a vehicle while ensuring scene adaptability and balancing computational efficiency, so that a set of physical model code can be reasonably reused in various game scenes and game types. Summary of the Invention

[0005] The technical objective of this invention is to address the technical problem in the prior art of needing a method for adjusting the physical model of a driving vehicle that balances scene adaptability with computational efficiency, and to provide a simplified method and apparatus for adjusting the physical model of a driving vehicle.

[0006] To achieve the above-mentioned technical objectives, the present invention adopts the following technical solution.

[0007] In a first aspect, embodiments of this application provide a simplified method for adjusting the physical model of a driving vehicle, comprising:

[0008] S1: Determine the environmental scenario, game type, and terminal device performance constraints;

[0009] S2: Based on the game type, adjust the air resistance coefficient and steering sensitivity of the vehicle physics model; adjust the adhesion coefficient and rolling resistance coefficient according to the environmental scenario;

[0010] S3: Collect the throttle value, brake value and steering angle value input by the player's control terminal device, and convert the collected input values ​​into throttle quantization value, brake quantization value and steering angle quantization value respectively according to the preset mapping logic. The steering sensitivity is used to determine the mapping logic of the steering angle value and the steering angle quantization value.

[0011] S4: Determine the traction force based on the throttle quantization value, and the braking force based on the braking quantization value; determine the corresponding air resistance and rolling resistance based on the adjusted air resistance coefficient and rolling resistance coefficient; determine the slope resistance according to the slope angle; determine the resultant force of the vehicle physical model based on the traction force, braking force, air resistance, rolling resistance, and slope resistance, combined with the performance constraints of the terminal equipment;

[0012] S5: Based on the throttle quantization value, brake quantization value and steering angle quantization value, the adhesion coefficient and steering angle quantization value are corrected using the preset slip response logic. Based on the corrected adhesion coefficient, the resultant force calculation is corrected in combination with the performance constraints of the terminal device.

[0013] S6: Based on the corrected resultant force calculation results and steering angle quantization value, update the vehicle motion state; output the updated vehicle motion state to the rendering module or interactive feedback module of the terminal device to drive the rendering of the vehicle model.

[0014] Secondly, embodiments of this application provide a simplified adjustment device for the physical model of a driving vehicle, comprising:

[0015] The parameter determination module is used to determine the environmental scenario, game type, and terminal device performance constraints.

[0016] The parameter adjustment module is used to adjust the air resistance coefficient and steering sensitivity of the vehicle physics model based on the game type; and to adjust the adhesion coefficient and rolling resistance coefficient according to the environmental scenario.

[0017] The parameter mapping module is used to collect the throttle value, brake value and steering angle value input by the player's control terminal device, and convert the collected input values ​​into throttle quantization value, brake quantization value and steering angle quantization value respectively according to the preset mapping logic. The steering sensitivity is used to determine the mapping logic of the steering angle value and the steering angle quantization value.

[0018] The resultant force determination module is used to determine the traction force based on the throttle quantization value, and the braking force based on the braking quantization value; to determine the corresponding air resistance and rolling resistance based on the adjusted air resistance coefficient and rolling resistance coefficient; to determine the slope resistance according to the slope angle; and to determine the resultant force of the vehicle physical model based on the traction force, braking force, air resistance, rolling resistance, and slope resistance, combined with the performance constraints of the terminal equipment.

[0019] The parameter correction module is used to correct the adhesion coefficient and steering angle quantization value based on the throttle quantization value, brake quantization value and steering angle quantization value, using a preset slip response logic, and correct the resultant force calculation result based on the corrected adhesion coefficient and the performance constraints of the terminal device.

[0020] The vehicle status update module is used to update the vehicle motion state based on the corrected resultant force calculation results and steering angle quantization value; the updated vehicle motion state is output to the rendering module or interactive feedback module of the terminal device to drive the rendering of the vehicle model.

[0021] Compared with the prior art, the simplified method and apparatus for adjusting the physical model of a driving vehicle provided in this application have the following beneficial technical effects: it finds a balance between physical realism and user experience and performance efficiency; it can dynamically optimize the complexity and computational efficiency of the vehicle physical model according to the performance requirements and interaction accuracy requirements of different application scenarios; it is also compatible with different terminal devices; it designs logic responses for slippage; it avoids the high overhead of traditional complex models; it prevents slippage from causing loss of control; and it balances physicality and controllability. Attached Figure Description

[0022] The accompanying drawings described herein are for illustrative purposes only and are not intended to limit the scope of this application in any way. Furthermore, the shapes and scales of the components in the drawings are merely illustrative to aid in understanding this application and do not specifically limit the shapes and scales of the components. Those skilled in the art, guided by the teachings of this application, can select various possible shapes and scales to implement this application according to specific circumstances. In the drawings:

[0023] Figure 1 A schematic diagram of a simplified method for adjusting the physical model of a driving vehicle, provided for an embodiment;

[0024] Figure 2This is a schematic diagram illustrating the target game type and terminal performance constraints in the embodiment.

[0025] Figure 3 This is a schematic diagram illustrating the process of determining the resultant force in the embodiment;

[0026] Figure 4 This is a schematic diagram illustrating the correction of resultant force and steering angle based on slippage treatment in the embodiment.

[0027] Figure 5 This is a schematic diagram illustrating other physical details in the embodiment;

[0028] Figure 6 This is a schematic diagram of the calculation process for racing car dynamics and resistance in the embodiment. Detailed Implementation

[0029] To enable those skilled in the art to better understand the technical solutions in this application, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of this application.

[0030] This application provides a simplified method for adjusting the physical model of a driving vehicle, which can reduce computational costs and find a balance between physical realism and user experience and performance efficiency.

[0031] The present application will be further described below with reference to the accompanying drawings and specific embodiments.

[0032] A simplified method for adjusting the physical model of a moving vehicle, such as... Figure 1 As shown, it includes the following steps:

[0033] S1: Determine the environmental scenario, game type, and terminal device performance constraints;

[0034] S2: Adjust the air resistance coefficient C of the vehicle's physics model based on the game type. d and steering sensitivity K s Adjust the adhesion coefficient μ and rolling resistance coefficient μ according to the environmental scenario. roll ;

[0035] S3: Collect the throttle value (terminal_throttle), brake value (terminal_brake), and steering angle value (terminal_Steer) input from the player's control terminal device; convert the collected input values ​​into quantized throttle value (throttle), quantized brake value (inputBrake), and quantized steering angle value (steerAngle) according to the preset mapping logic, and set the steering sensitivity K. s Mapping logic used to determine steering angle values ​​and steering angle quantization values;

[0036] S4: Determine traction force based on throttle quantization value; determine braking force based on brake quantization value; based on the adjusted air drag coefficient C. d and rolling resistance coefficient μ roll Determine the corresponding air resistance and rolling resistance; determine the slope resistance based on the slope angle; and determine the resultant force of the vehicle physical model based on traction force, braking force, air resistance, rolling resistance, and slope resistance, combined with the performance constraints of the terminal equipment.

[0037] S5: Based on the throttle quantization value, brake quantization value, and steering angle quantization value, the adhesion coefficient μ and steering angle quantization value steerAngle are corrected using the preset slip response logic. Based on the corrected adhesion coefficient, the resultant force calculation is corrected in combination with the performance constraints of the terminal equipment.

[0038] S6: Based on the corrected resultant force calculation and the quantized steering angle value steerAngle, update the vehicle motion state; output the updated vehicle motion state to the rendering module or interactive feedback module of the terminal device to drive the rendering of the vehicle model.

[0039] Based on the same inventive concept as the simplified vehicle physical model adjustment method provided in the above embodiments, this application also provides a simplified vehicle physical model adjustment device, including a parameter determination module, a parameter adjustment module, a parameter mapping module, a resultant force determination module, a parameter correction module, and a vehicle state update module.

[0040] The parameter determination module is used to determine the environmental scenario, game type, and terminal device performance constraints. The parameter adjustment module is used to adjust the air resistance coefficient and steering sensitivity of the vehicle's physical model based on the game type; and to adjust the adhesion coefficient and rolling resistance coefficient according to the environmental scenario.

[0041] The parameter mapping module is used to collect the throttle, brake and steering angle values ​​input by the player's control terminal device. According to the preset mapping logic, the collected input values ​​are converted into throttle quantization values, brake quantization values ​​and steering angle quantization values ​​respectively. Steering sensitivity is used to determine the mapping logic of steering angle value and steering angle quantization value.

[0042] The resultant force determination module is used to determine traction force based on throttle quantization value, brake force based on brake quantization value, determine corresponding air resistance and rolling resistance based on adjusted air resistance coefficient and rolling resistance coefficient, determine slope resistance based on slope angle, and determine the resultant force of the vehicle physical model based on traction force, brake force, air resistance, rolling resistance and slope resistance, combined with terminal equipment performance constraints.

[0043] The parameter correction module is used to correct the adhesion coefficient and steering angle quantization values ​​based on the throttle quantization value, brake quantization value, and steering angle quantization value, using a preset slippage response logic. Based on the corrected adhesion coefficient, the resultant force calculation result is corrected in combination with the performance constraints of the terminal equipment.

[0044] The vehicle status update module is used to update the vehicle motion state based on the corrected resultant force calculation results and steering angle quantization value; the updated vehicle motion state is output to the rendering module or interactive feedback module of the terminal device to drive the rendering of the vehicle model.

[0045] In some embodiments, the game type in step S1 includes casual game type, racing game type and simulation game type.

[0046] In this embodiment, the environmental scene in step S1 may include ground material types, such as grass, asphalt road, ice surface, etc.

[0047] In this embodiment, the environment and game type can be determined by receiving user instructions, such as the mode selection operation of the player on the terminal device interface.

[0048] In this embodiment, the terminal device can be a mobile terminal (such as a smartphone, tablet computer, etc.), a computer device (desktop computer, laptop computer, etc.), a game-specific device (game console, handheld console, etc.), or a driving simulator (such as an in-vehicle central control system, a professional driving simulator terminal, etc.).

[0049] The complete game scene includes the most physically accurate scene interactions (collision interactions of individual components, air resistance, rolling resistance, and slope resistance), core vehicle physics details (gearbox shifting logic, ground adhesion coefficient, maximum traction, power constraints, center of gravity, suspension, and tire deformation), and virtual physics rules (aerial drifting and item acceleration). In this embodiment, the game scene interactions can be simplified for different game types. For example, different game scenes may simplify scene physics interactions, core vehicle physics details, and virtual physics rules, directly determining the subsequent parameter selection.

[0050] Different game genres have different precision requirements, as shown in the following examples:

[0051] Casual game type: Simplified scene interaction (cuboid collision detection, low-precision air resistance coefficient, low-precision rolling resistance, low-precision ramp resistance), streamlined core vehicle physics details (no gearbox shifting logic, low ground adhesion coefficient, maximum maximum traction, minimum power constraint, suitable center of gravity, suitable suspension, no tire deformation), activation of virtual physics rules (such as aerial drifting, item acceleration), prioritizing "easy to control and fun".

[0052] Racing game type: Simplified scene interaction (component-based collision detection, medium-precision air resistance coefficient adjustment, medium-precision rolling resistance, medium-precision ramp resistance), relatively simplified core vehicle physics details (simplified gearbox shifting logic, medium ground adhesion coefficient, medium maximum traction, medium power constraints, suitable center of gravity, suitable suspension, no tire deformation), virtual physics rules (such as aerial drifting, item acceleration), prioritizing "handling feel and speed".

[0053] Simulation game type: Simplified scene interaction (component-based collision interaction, high-precision air resistance coefficient, high-precision rolling resistance, high-precision slope resistance), detailed core vehicle physics details (complete gearbox shifting logic, high ground adhesion coefficient, low maximum traction force, high power constraints, suitable center of gravity, suitable suspension, tire deformation), virtual physics rules are turned off (such as aerial drifting, item acceleration), prioritizing "handling feel and physical realism".

[0054] In a specific embodiment, adjusting the air resistance coefficient according to the game type in step S2 includes: taking 0.1-0.2 for casual games, 0.3-0.5 for racing games, and 0.6-0.8 for simulation games.

[0055] In this embodiment, a corresponding game type coefficient k and a turning sensitivity K can be set according to the game type. s =k × base steering sensitivity. For example, in casual games, k = 1.2-1.5 increases the base steering sensitivity; in racing games, k = 0.8-1.2; and in simulation games, k = 0.5-0.8, decreasing the base steering sensitivity. In this embodiment, the base steering sensitivity can be set as needed.

[0056] Table 1 below shows examples of parameter adjustment directions for each game type.

[0057] Table 1 Examples of parameter adjustment directions for each game type

[0058]

[0059] In this embodiment, the environmental scene affects the adhesion coefficient μ, and the adjustment formula for the adhesion coefficient μ is as follows:

[0060] μ=μ base ×k ground , where μ base The basic ground adhesion coefficient, k ground The adhesion coefficient adjustment factor corresponds to the environmental scenario.

[0061] In some embodiments, the adhesion coefficient μ is 0.4 for asphalt roads, 0.6~0.8 for grass, and 0.2 for ice surfaces, eliminating the need to calculate ground texture and bumps. The adhesion coefficient μ can also be adjusted based on the impact of weather type on the environmental scene; for example, the adhesion coefficient μ is 0.5 for rainy days.

[0062] In this embodiment, the rolling resistance coefficient is adjusted according to the environmental scenario. such as asphalt roads The value is 0.01~0.02 for soil. It is 0.05, grassland It is 0.05, on the ice surface. The value is 0.2. In some embodiments, the impact of weather type on the environmental scenario may also be considered to adjust the corresponding rolling resistance coefficient. .

[0063] In this embodiment, force and motion modeling is required. The motion of a vehicle is essentially a "balance of forces"—traction drives the vehicle forward, while resistance hinders the motion. Therefore, the calculation of key forces needs to be simplified, while secondary forces (such as suspension vibration and wheel deformation) should be ignored. The specific mechanisms of traction and resistance are described below.

[0064] The vehicle model's traction comes from the engine, so the complex logic of the "engine-transmission system" needs to be simplified, focusing on the direct mapping of "input → traction". Simplified logic: Ignore multiple gears in the gearbox (or retain only 2-3 simplified gears), and use a "fixed gear ratio" to convert engine power / torque into wheel driving force.

[0065] In the embodiment, step S3 can first perform outlier truncation and dead zone processing (to eliminate hardware drift) on the collected terminal input throttle value terminal_throttle, brake value terminal_brake, and steering angle value terminal_Steer, and then normalize them to the regularization interval [0,1] (throttle quantization value throttle / brake quantization value inputBrake) through linear or nonlinear transformation.

[0066] like Figure 3As shown, in the embodiment, the mapping parameters can also be dynamically adjusted according to the scenario to adapt to the usage requirements. For example, the mapping logic can be adjusted to be non-linear (such as being sensitive in the middle area to avoid "rushing forward with a little pressure") to correct the mapping relationship between traction and handling. The vehicle physics model needs to serve the "handling feel" and needs to convert the player's input (throttle value, brake value, steering angle value) into physical quantities, and reserve debugging space.

[0067] In some embodiments, the mapping logic can accelerate or delay the braking response, for example, by adding a small delay (such as 0.1s) to simulate the power transmission delay of a real vehicle and avoid the abrupt feeling of "one press and it's there".

[0068] In some embodiments, a dead zone may be set in the player input mapping logic. For example, when the terminal throttle input value terminal_throttle is less than 0 or 0.1, the corresponding throttle quantization value throttle is regarded as 0 to avoid accidental touches.

[0069] Based on the steering sensitivity coefficient, the player's terminal input steering angle terminal_Steer can be mapped to the quantized steering angle value steerAngle: steerAngle=K s ×terminal_Steer. The steering angle quantization value steerAngle is within the maximum steering angle range maxSteerAngle, which can be ±35° or ±30°. Where K... s To adjust the steering sensitivity, the ratio of the terminal input steering angle value to the quantized steering angle value is adjusted accordingly. For example, if the terminal input steering angle is 26°, the steering sensitivity K... s A value of 1.0 would be higher than the steering sensitivity K. s It takes longer to complete version 1.2.

[0070] In some embodiments, the turning radius R of the vehicle's physical model can also be mapped based on the quantized steering angle value steerAngle, simplifying the formula: L is the wheelbase of the vehicle's physical model.

[0071] Key parameters of traction include: maximum traction force ( ): Determined by the engine's maximum power and wheel radius, a debugging interface needs to be reserved (e.g., for casual game types, a large...). Simulation game type set small ).

[0072] As an example, in step S4, the formula for calculating the traction force can be determined based on the performance constraints of the terminal equipment.

[0073] like Figure 6 As shown, in some embodiments, the formula for the base traction force (simplified engine-transmission system) is:

[0074] ;

[0075] in Based on traction force, The maximum traction force of the engine (a constant, such as 2000N for cars and 5000N for trucks), and throttle is the throttle quantization value input by the player's terminal (such as throttle quantization value 0~1). This is the maximum permissible traction force on the ground (which may be limited by the coefficient of adhesion μ).

[0076] In the embodiment, the maximum allowable traction force on the ground The calculation formula is as follows:

[0077] , Not exceeding the engine's maximum traction force , Vehicle weight (configurable) The acceleration due to gravity is 9.8 m / s².

[0078] In other embodiments, when the actual computing power of the terminal device is lower than a preset computing power upper limit threshold, the power constraint can be simplified (optionally, simulating power attenuation at high speeds) to determine the basic traction force. :

[0079] ;where P max v represents the engine's maximum power (e.g., 100kW) and v represents the current vehicle speed.

[0080] In the embodiment, the braking force is calculated. Response latency needs to be considered; the calculation formula is as follows:

[0081] F brake = F brake_base × inputBrake×(1-e -t / τ );

[0082] Where t is time, τ is a delay parameter (e.g., τ can be 0.1s), inputBrake is the user-input brake quantization value, and F... brake_base The base braking force value set by the user, 1-e -t / τ This is a delayed response item.

[0083] In the embodiment, braking force Do not exceed the maximum braking force Otherwise the wheels will slip; The calculation formula is: .

[0084] Resistance is the core force that hinders vehicle movement. In this embodiment, three types of key resistance can be retained, namely air resistance (…). ), rolling resistance ( ) and slope resistance ( Ignoring secondary resistances (such as bearing friction and air lift), as shown in Table 2.

[0085] Table 2 shows the three types of key resistances retained in the embodiments and their corresponding calculation formulas.

[0086]

[0087] In this embodiment, the sum of the above three types of key resistances can be used as the total resistance. ,Right now:

[0088] .

[0089] In this application, ρ is the air density (which can be simplified to 1.225 kg / m³), A is the frontal area (adjustable, e.g., ≈ 2.5 m² for a car), v is the current vehicle speed, and m is the vehicle mass (which can be set). θ is the acceleration due to gravity (9.8 m / s²), and θ is the slope angle of the ramp (which can be simplified to -30° to 30°, positive for uphill and negative for downhill).

[0090] In the embodiments, key vehicle dynamic physical properties include parameters as shown in Table 3. The parameters need to be simplified (avoiding calculations for individual components, such as the independent mass of the engine and chassis).

[0091] Table 3. Schematic diagram of key vehicle dynamics physical properties in the embodiments.

[0092]

[0093] In the embodiments, the physical factors of the scene need to be adjusted for adaptation.

[0094] As an example, rollover protection can also be added, such as automatically reducing the current vehicle speed v (e.g., by 30%) when the roll angle (simplified as "lateral acceleration / g") exceeds a threshold (e.g., 1.2g) to prevent the player from frequently losing control.

[0095] Optionally, the impact of the scene on the vehicle can be simplified to avoid complex scene interactions, such as only calculating the slope resistance corresponding to the "slope angle θ". = m×g×sinθ), ignoring the unevenness of the ramp (such as speed bumps, which can be simplified to "temporary μ decrease + resistance increase").

[0096] In the embodiment, step S4 calculates the longitudinal (along the driving direction) resultant force. The acceleration 'a' is related to the following method: ;

[0097] The formula for calculating acceleration 'a' (Newton's second law): .

[0098] A vehicle's power, braking, and steering all rely on the friction between the wheels and the ground. The ground action mechanism simplifies the "tire model" (avoiding the complex Pacejka magic formula) and focuses on the "coefficient of adhesion" and "slip control." The friction capability of the ground determines the maximum traction / braking force that the vehicle can generate, which is the "core link" of vehicle handling and the "ceiling" that limits the maximum force.

[0099] Slippage is a core scenario for vehicle loss of control, and slippage detection and response need to be simplified to balance realism and handling. In this embodiment, the slippage response logic established in step S5 includes response logic for acceleration slippage, braking slippage, and steering slippage.

[0100] like Figure 4 As shown, the adhesion coefficient can be adjusted according to the environmental scenario (as described above). Step S5 also includes slip detection: when the base traction force... > Maximum permissible traction force on the ground At that time, it is determined to be either acceleration slippage or braking force. >Maximum braking force At that time, it was determined that the brakes were slipping.

[0101] The response logic for accelerated slippage is as follows: temporarily reduce the traction force to "sliding friction force", adjust the adhesion coefficient μ, and determine the ground adhesion coefficient after accelerated slippage. After slipping , To accelerate the coefficient of friction on the ground after slippage, ≈0.7×μ), while slightly reducing the speed (simulating tire spinning).

[0102] The response logic for brake slippage is as follows: temporarily reduce the braking force to sliding friction, while locking the wheel speed (simplified as "drag slip" to avoid complex ABS logic), and adjust the adhesion coefficient μ to determine the ground adhesion coefficient after brake slippage. The braking force after slippage is: , The coefficient of friction between the brakes and the ground after skidding. The value is determined based on the situation.

[0103] In some embodiments, when brake slippage is detected, the speed reduction coefficient k is... d Set it to 1.5.

[0104] In the embodiment, the velocity attenuation coefficient k can be used as a reference. d Update vehicle speed: v(t) = v(t-1) - k d×Base decay rate; The base decay rate can be set, but it must ensure that the vehicle speed is ≥0 and avoid negative numbers; v(t) is the vehicle speed at the current moment, and v(t-1) is the vehicle speed at the previous moment.

[0105] The response logic for steering slippage is: when steering, the lateral force... hour( (This refers to the lateral force during steering), which is determined to be steering slippage. At this point, the steering angle decreases by [value missing]. , steerAngle is the steering angle after steering slippage, while steerAngle is the quantified value of the steering angle before steering slippage, to avoid complete loss of control.

[0106] In the embodiment, it can be based on the traction force after slippage. Or braking force after slippage Update and cooperate .

[0107] The game requires real-time updates of vehicle position and speed, necessitating simplified numerical calculation methods to avoid the high overhead of complex physics engines. In the example, such as... Figure 2 As shown, a simplification strategy can be determined by combining the game type and the performance constraints of the terminal device.

[0108] For example, step S6 can update the vehicle motion state using a fixed time step and a preset integration method, wherein the preset integration method includes Euler integral or semi-implicit Euler integral:

[0109] Euler's integral formula is: v new =v old +a×Δt;x new =x old +v old ×Δt;steerAngle new =steerAngle old +ω×Δt.

[0110] The semi-implicit Euler integral formula is: v new =v old +a×Δt;x new =x old +v new ×Δt;steerAngle new =steerAngle old +ω×Δt;

[0111] Where Δt is a fixed time step, v new For the updated vehicle speed, v old x represents the vehicle speed before the update. new For the updated vehicle location, x old For the vehicle's location before the update, steerAnglenew For the updated steering angle quantization value, steerAngle old The value is the steering angle quantization value before the update, where ω is the vehicle's angular velocity.

[0112] For beginners in games, Euler integrals are a good option; they are simple to calculate and suitable for casual games. If slightly higher precision is required, semi-implicit Euler integrals can be used (calculate v first, then x to avoid the cumulative error of Euler integrals), while still requiring less computation.

[0113] In some implementations, a fixed time step Δt (e.g., updating once every 1 / 60s) is preferred over a variable step size, as it is more stable (avoiding physical "jumps" caused by frame rate fluctuations).

[0114] In some embodiments, rendering is performed based on the performance of the terminal device. For example, if the frame rate of the terminal device is low, "multi-step physical update + single-step rendering" can be used (e.g., rendering at 1 / 30s with a physical update inserted in between).

[0115] In some embodiments, the method for simplifying the adjustment of the physical model of the driving vehicle also includes a collision detection process.

[0116] In this embodiment, if the actual computing power of the terminal device is lower than the preset upper limit threshold of computing power, collision simplification can be performed. For example, the collision object can be replaced with a "capsule" (suitable for cars) or a "cuboid" (suitable for trucks) to reduce collision detection calculations.

[0117] In this embodiment, for the collision response, only the "velocity change corresponding to the impact force" is calculated, such as the vehicle velocity v after the collision being: v new =v old ×(1-k crash_ground ), where v old v is the vehicle's speed before the collision. new k represents the vehicle speed after the collision. crash_ground The coefficient of recovery after a collision (e.g., 0.1~0.3, the smaller the value, the more obvious the deceleration), ignoring rotational impact (e.g., no rollover after a collision, only deceleration).

[0118] In some embodiments, the post-collision direction can be simplified to a bounce along the collision normal (angle correction: θ). new =2 Ф -θ old , Ф Let θ be the collision normal angle. old θ is the vehicle yaw angle before the collision in the previous sampling period. new This represents the vehicle deflection angle after the collision during this sampling period.

[0119] For terminal devices that are mobile terminals or low-configuration terminal devices (i.e., the actual computing power of the terminal device is lower than the preset computing power upper limit threshold), parameters can be merged (e.g., ignoring the rotational inertia of individual wheels and replacing it with "vehicle rotational inertia" when determining the rotational acceleration of the whole vehicle) and the collision body can be simplified, that is, replacing the complex vehicle body model with a preset object shape. The preset object shape can be such as a capsule or a cuboid.

[0120] In this embodiment, the performance constraints of the terminal device also include the number of vehicles rendered simultaneously. For example, in a multi-vehicle scenario, if the number of vehicles in the scenario exceeds the upper limit of the number of vehicles that can be rendered simultaneously, it may be necessary to reduce the computational complexity of a single vehicle (such as fixing the time step or simplifying the integration method) to avoid a sharp drop in frame rate.

[0121] As an example, if "air resistance + rolling resistance" are combined into "total drag coefficient", it can be expressed as:

[0122] ; Reduce calculation steps, among which This is the combined parameter for air drag coefficients (i.e., the overall drag coefficient). This is a combined parameter for rolling resistance and ramp resistance.

[0123] Optionally, ; .

[0124] Secondary forces are ignored: such as not considering changes in the direction of wind resistance (only considering resistance in the opposite direction of travel) and not considering tire deformation (treating it as a rigid wheel).

[0125] In some embodiments, the method also includes collision detection layers: distant vehicles are detected using "coarse collision bodies" (such as point collisions), while nearby vehicles are detected using "fine collision bodies" (such as capsule collisions), reducing the computational load at long distances.

[0126] In some embodiments, long-distance vehicle simplification is also included, such as ignoring steering when the distance to the distance measuring module is greater than a preset distance threshold (e.g., 200m): steerAngle=0.

[0127] In some embodiments, when the distance to the ranging module is greater than a preset distance threshold (e.g., 200m), or when the actual computing power of the terminal device is lower than a preset upper limit threshold for computing power, the air resistance, rolling resistance, and slope resistance in the resistance calculation are combined into a linear relationship of comprehensive resistance coefficient × vehicle speed, such as F. resist =C resist_total ×v (linear resistance, reducing computational load, where C) resist_total This is the combined drag coefficient, representing the linearity of drag and speed.

[0128] In this application, all key parameters (such as maximum traction force, coefficient of adhesion, and steering sensitivity) are set as configurable variables to facilitate later adjustment of the feel. d (μ, maxSteerAngle) are all set as configurable variables to facilitate adaptation to different vehicle handling.

[0129] In the embodiments, if physical realism conflicts with the game experience (such as strict physics making the controls too difficult), physical parameters (such as increasing the adhesion coefficient and reducing the steering delay) are adjusted first, rather than rigidly adhering to the physical formulas.

[0130] Avoid nested trigonometric functions and higher powers (such as v). 2 That's enough, no need for v 3 Multiplication / addition should be used instead of division.

[0131] like Figure 5 As shown, in some embodiments, the method further includes a collision interaction step between sub-components during the collision detection phase.

[0132] Component-based collision body interaction refers to the vehicle being broken down into independent components such as the body, wheels, and bumpers. Each component corresponds to a unique collision body (e.g., a sphere for wheels and a polyhedron for the body). During a collision, the interactions between components and between components and the scene (e.g., guardrails and ramps) are calculated. This is a collision detection method with high physical accuracy.

[0133] In this embodiment, the simplified logic for the interaction of colliders among sub-components can be determined based on the game type and terminal device performance constraints, including:

[0134] For high-configuration devices, use full boundaries (simulation game type): retain this feature, and calculate the fine collision between sub-components and the scene (such as the independent feedback of a wheel running over a speed bump).

[0135] For mobile or low-configuration terminal devices, simplified or extremely simplified boundaries can be used. Specifically:

[0136] Simplified Boundaries (Racing Game Type): Simplified to "Component Collision Detection", merging some non-critical components (such as treating the car body + bumper as a single collision object) to reduce computational load.

[0137] Extreme simplification (casual game type / mobile): directly replace the component collision objects with cuboids and capsules, only detect the collision between the whole vehicle and the scene (such as the whole vehicle hitting the guardrail), and prioritize the frame rate.

[0138] In some embodiments, when the actual running frame rate of the terminal device is lower than a preset frame rate threshold, in addition to merging resistance calculation, the collision body interaction of sub-components is further disabled, only the whole vehicle-level collision detection is retained, and the update frequency of the steering angle quantization value is synchronized with the rendering frame rate to reduce real-time computing overhead.

[0139] For collision response, regardless of whether the interaction scenario of the collision objects of the sub-components is simplified, the logic of impact force affecting speed change is followed, that is, the vehicle speed after the collision v = original speed × (1 - recovery coefficient), ignoring the component rotational impact (e.g., if there is no rollover after the collision, only deceleration). Recovery coefficient (e.g., 0.1~0.3, the smaller the value, the more obvious the deceleration).

[0140] In some embodiments, such as Figure 5 As shown, the adjustment method involves the gearbox gear logic.

[0141] In traditional vehicle physics, the key logic for simulating real power transmission is to change the transmission ratio by switching between multiple gears (such as 1-6 gears), thereby affecting traction (higher traction in lower gears and lower traction in higher gears).

[0142] The simplified logic for gearbox gear position control includes:

[0143] Complete Boundaries (Simulation Game Type): Retains all gear logic (e.g., 3-4 gears), details such as shift jerks and clutch control, and outputs traction force at gears with fixed transmission ratios (e.g., 1st gear). =5000N, 4 gears =2000N), and simulated virtual logic such as shift jerking and clutch control between gear shifts.

[0144] Simplified Boundaries (Racing Game Type / Casual Game Type): Completely omits multiple gears, using a single "fixed gear ratio" to directly convert engine power / torque into wheel driving force (e.g., retaining only "forward gear"). Set to a fixed value, and adjust the traction force by inputting the throttle.

[0145] The core purpose of the transmission gear logic in this embodiment is to avoid complex calculations for gear shifting, focus on the direct mapping of "throttle input affecting traction", and ensure smooth operation.

[0146] In some embodiments, such as Figure 5 As shown, the adjustment method also includes tire deformation. In real physics, tires deform when they contact the ground (deformation is more pronounced when tire pressure is low). The degree of deformation affects the contact area and the coefficient of adhesion (excessive deformation can easily cause slippage). Traditional high-precision models need to calculate the relationship between deformation displacement and force.

[0147] The simplified logic of tire deformation includes: unified simplification across all scenarios: completely ignoring tire deformation, treating the tire as a "rigid wheel", and the ground contact area and adhesion coefficient are determined only by the ground type (such as asphalt road, ice surface) (fixed adhesion coefficient μ value), and do not change with driving conditions (such as load, speed);

[0148] Alternative solution: Use "adhesion coefficient limitation" (e.g.) It indirectly simulates the grip force between the tire and the ground. When slipping, it only responds by "reducing the traction force to the sliding friction force", without having to calculate deformation-related parameters, which greatly reduces the computational cost.

[0149] In some embodiments, the method for adjusting the physical model of the vehicle involves the logic of air drift.

[0150] Aerial drifting is a virtual physics rule, which means that when a vehicle is off the ground (such as jumping over a ramp), it can still drift by steering input (such as adjusting the vehicle's angle in the air and maintaining a sideslip state), which violates real physics (there is no ground friction in the air, so it is impossible to turn and drift).

[0151] The scene adaptation logic for aerial drifting includes: Activating Scene (Casual Game Type): This feature is retained to enhance the fun (e.g., players can adjust their drifting posture in the air and continue to accelerate after landing), and it is simplified to "Aerial Turning Sensitivity = 1.2 times Ground Turning Sensitivity", without needing to calculate the impact of aerodynamics on drifting.

[0152] Disallowed scenarios for aerial drifting (racing games / simulation games): Turn off this rule. In the air, only gravity and air resistance will affect the vehicle. Steering input will be invalid (vehicle angle is fixed). Physical realism will be prioritized (e.g., direction cannot be adjusted in the air, landing posture is determined by the state before takeoff).

[0153] In some embodiments, the method for adjusting the vehicle's physical model involves prop acceleration.

[0154] like Figure 5 As shown, item acceleration also falls under the category of "virtual physics rules," which means that when players use items (such as nitro boost or thrusters), the vehicle gains additional instantaneous / continuous power, breaking through engine power constraints. This is a key element of gamification design.

[0155] Item acceleration scene adaptation and simplified logic: Enabled scene (casual game type): This feature is retained and simplified to "When the item is activated, temporarily increase the engine's maximum traction force". Magnify 1.5-2 times (as in the original) =3000N, after the item takes effect =6000N), or directly add a fixed extra traction force (such as +2000N), without needing to calculate the transmission path of the item's power (such as ignoring changes in engine load).

[0156] Item boosting disabled scenarios (racing games / simulation games): When this rule is turned off, the vehicle's power is determined solely by the engine power and transmission ratio, with no additional virtual power, ensuring the realism of the "handling feel and speed".

[0157] The key to simplifying item acceleration is that the item effect only applies to the traction parameter and does not modify other physical quantities such as resistance and adhesion coefficient, thus avoiding the calculation complexity caused by the linkage of multiple parameters.

[0158] The above provides a detailed description of a simplified method and apparatus for adjusting the physical model of a driving vehicle provided in this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The description of the above embodiments is only for the purpose of helping to understand the concept of this application and should not be construed as a limitation on the scope of protection of this application.

Claims

1. A simplified method for adjusting the physical model of a moving vehicle, characterized in that, include: S1: Determine the environmental scenario, game type, and terminal device performance constraints; S2: Based on the game type, adjust the air resistance coefficient and steering sensitivity of the vehicle physics model; adjust the adhesion coefficient and rolling resistance coefficient according to the environmental scenario; S3: Collect the throttle value, brake value and steering angle value input by the player's control terminal device, and convert the collected input values ​​into throttle quantization value, brake quantization value and steering angle quantization value respectively according to the preset mapping logic. The steering sensitivity is used to determine the mapping logic of the steering angle value and the steering angle quantization value. S4: Determine traction force based on throttle quantization value, and determine braking force based on brake quantization value; Based on the adjusted air resistance coefficient and rolling resistance coefficient, the corresponding air resistance and rolling resistance are determined; Determine the ramp resistance based on the ramp angle; Based on the traction force, braking force, air resistance, rolling resistance, and slope resistance, and combined with the performance constraints of the terminal equipment, the resultant force of the vehicle physical model is determined; S5: Based on the throttle quantization value, brake quantization value and steering angle quantization value, the adhesion coefficient and steering angle quantization value are corrected using the preset slip response logic. Based on the corrected adhesion coefficient, the resultant force calculation is corrected in combination with the performance constraints of the terminal device. S6: Update the vehicle motion state based on the corrected resultant force calculation results and steering angle quantization value; The updated vehicle motion state is output to the rendering module or interactive feedback module of the terminal device to drive the rendering of the vehicle model.

2. The adjustment method according to claim 1, characterized in that, The game types include casual games, racing games, and simulation games.

3. The adjustment method according to claim 2, characterized in that, Based on the game type, adjust the air drag coefficient and steering sensitivity of the vehicle physics model, including: Air drag coefficient: 0.1-0.2 for the casual game type, 0.3-0.5 for the racing game type, and 0.6-0.8 for the simulation game type; Steering sensitivity: The base steering sensitivity is scaled by a game type coefficient k, where k = 1.2-1.5 for casual games, k = 0.8-1.2 for racing games, and k = 0.5-0.8 for simulation games.

4. The adjustment method according to claim 1, characterized in that, The formula for calculating the traction force is: ; in Based on traction force, This is the engine's maximum traction force. The maximum allowable traction force on the ground. This is a quantified value for the player's throttle.

5. The adjustment method according to claim 1, characterized in that, The air resistance is calculated based on the air resistance coefficient and vehicle speed, and the resistance value increases with the increase of vehicle speed; the rolling resistance is calculated based on the rolling resistance coefficient, vehicle mass and gravitational acceleration; the slope resistance is calculated based on the vehicle mass, gravitational acceleration and the sine value of the slope angle, with the resistance being positive when going uphill and negative when going downhill.

6. The adjustment method according to claim 1, characterized in that, The slippage response logic includes: The response logic for accelerated slippage is: when At that time, it is determined to be accelerated slippage, and the traction force after accelerated slippage is: ,in Based on traction force, The maximum allowable traction force on the ground. To accelerate traction after slippage, To accelerate the coefficient of friction on the ground after slippage, For the overall vehicle quality, It is the acceleration due to gravity; The response logic for brake slippage is: when At that time, it was determined that the brakes were slipping, and the braking force after the brakes slipped was... , For braking force, This represents the maximum braking force. This refers to the braking force after brake slippage. The coefficient of friction between the brakes and the ground after skidding. The response logic for steering slippage is: when the steering lateral force... When this occurs, it is determined to be steering slippage, and the steering angle decreases by [value missing]. , steerAngle is the steering angle after steering slippage, and steerAngle is the quantified value of the steering angle before steering slippage.

7. The adjustment method according to claim 1, characterized in that, The adjustment method further includes updating the vehicle's motion state using a fixed time step and a preset integral method, with the following formulas: Euler's integral formula is: v new =v old +a×Δt, x new =x old +v old ×Δt; steerAngle new =steerAngle old +ω×Δt; The semi-implicit Euler integral formula is: v new =v old +a×Δt; x new =x old +v new ×Δt; steerAngle new =steerAngle old +ω×Δt; Where Δt is a fixed time step, v new For the updated speed, v old For the speed before the update, x new For the updated position, x old This is the position before the update, steerAngle new For the updated steering angle quantization value, steerAngle old This is the quantized value of the steering angle before the update, where ω is the vehicle's angular velocity. For acceleration, , For the result of the resultant force calculation, For vehicle quality.

8. The adjustment method according to claim 1, characterized in that, The performance constraints of the terminal device include the upper limit threshold of the computing power of the terminal device; When the actual computing power of the terminal device is lower than the preset computing power upper limit threshold, the air resistance, rolling resistance and slope resistance in the resistance calculation are combined into a linear relationship of comprehensive resistance coefficient × vehicle speed, or the vehicle physical model is simplified and replaced with a preset object shape.

9. The adjustment method according to claim 1, characterized in that, The adjustment method further includes a collision detection and response step: constructing a vehicle collision object using a preset object shape, the preset object shape including a capsule or a cuboid; when a collision between the vehicle collision object and a scene object is detected, correcting the vehicle deflection angle based on the collision normal angle, the deflection angle correction formula being: θ new =2 Ф -θ old ;in Ф Let θ be the collision normal angle. old θ is the vehicle's yaw angle before the collision. new This refers to the vehicle's deflection angle after the collision. And according to formula v new =v old ×(1-k crash_ground Correcting vehicle speed, where v old v is the vehicle's speed before the collision. new k represents the vehicle speed after the collision. crash_ground This represents the coefficient of restitution after a collision.

10. The adjustment method according to claim 1, characterized in that, The adjustment method further includes enabling or disabling virtual physical rules based on terminal device performance constraints, wherein the virtual physical rules include at least one of the following: Air drift rules: When the vehicle is off the ground, the vehicle attitude can be adjusted by steering input, where the steering sensitivity is set to 1.2 times the ground steering sensitivity; Item acceleration rules: When the item is active, it temporarily increases the engine's maximum traction by 1.5 to 2 times, or adds a fixed amount of extra traction.

11. A simplified adjustment device for a physical model of a moving vehicle, characterized in that, include: The parameter determination module is used to determine the environmental scenario, game type, and terminal device performance constraints. The parameter adjustment module is used to adjust the air resistance coefficient and steering sensitivity of the vehicle physics model based on the game type; and to adjust the adhesion coefficient and rolling resistance coefficient according to the environmental scenario. The parameter mapping module is used to collect the throttle value, brake value and steering angle value input by the player's control terminal device, and convert the collected input values ​​into throttle quantization value, brake quantization value and steering angle quantization value respectively according to the preset mapping logic. The steering sensitivity is used to determine the mapping logic of the steering angle value and the steering angle quantization value. The combined force determination module is used to determine the traction force based on the throttle quantization value and the braking force based on the brake quantization value. Based on the adjusted air resistance coefficient and rolling resistance coefficient, the corresponding air resistance and rolling resistance are determined; Determine the ramp resistance based on the ramp angle; Based on the traction force, braking force, air resistance, rolling resistance, and slope resistance, and combined with the performance constraints of the terminal equipment, the resultant force of the vehicle physical model is determined; The parameter correction module is used to correct the adhesion coefficient and steering angle quantization value based on the throttle quantization value, brake quantization value and steering angle quantization value, using a preset slip response logic, and correct the resultant force calculation result based on the corrected adhesion coefficient and the performance constraints of the terminal device. The vehicle status update module is used to update the vehicle motion status based on the corrected resultant force calculation results and steering angle quantization value; The updated vehicle motion state is output to the rendering module or interactive feedback module of the terminal device to drive the rendering of the vehicle model.

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