Torque control method, vehicle, and readable storage medium

Abstract

The present application provides a torque control method, a vehicle, and a readable storage medium. The method is applied to the technical field of vehicles. The method comprises: when a vehicle is in a low-temperature environment, in response to the steering wheel of the vehicle being turned, acquiring an initial output torque of a hand wheel actuator motor of the vehicle and determining a first compensation torque of the hand wheel actuator motor, the hand wheel actuator motor being connected to the steering wheel of the vehicle; determining a target output torque on the basis of the initial output torque and the first compensation torque, the target output torque being less than the initial output torque; and controlling the hand wheel actuator motor to output the target output torque. The present application can reduce the steering effort required by a driver to turn the steering wheel when the vehicle is in the low-temperature environment, thereby improving vehicle control performance and enhancing driving comfort.

Description

A torque control method, a vehicle, and a readable storage medium

[0001] This application claims priority to Chinese Patent Application No. 2024116112509, filed on November 12, 2024, entitled "A Torque Control Method, Apparatus, Vehicle and Readable Storage Medium", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicle technology, and more specifically, particularly to a torque control method, a vehicle, and a readable storage medium in the field of vehicle technology. Background Technology

[0003] Currently, with the continuous development of automotive electronics technology, software-defined vehicles have become a trend in automotive development. In the field of automotive lateral control, steer-by-wire technology has broken the constraints of traditional automotive mechanical structures, greatly promoting the development of automotive integration technology and autonomous driving, and has been widely applied.

[0004] Compared to traditional steering systems, steer-by-wire systems eliminate the mechanical connection between the steering actuator and the column. The steering wheel and steering actuator are connected via a Controller Area Network (CAN) bus. A feel simulator for outputting torque is added to the steering wheel side to simulate the force feedback in traditional mechanical steering systems.

[0005] However, when the vehicle is in a low-temperature environment, the viscosity of the grease in the internal transmission structure of the hand feel simulator will increase, which means that the mechanical friction between the transmission structures will increase. This will increase the hand force required for the driver to turn the steering wheel, resulting in excessive hand force required to turn the steering wheel and reducing the vehicle's handling performance. Summary of the Invention

[0006] This application provides a torque control method, a vehicle, and a readable storage medium. The method can reduce the hand force required for the driver to turn the steering wheel when the vehicle is in a low-temperature environment, thereby improving the vehicle's handling performance and driving comfort.

[0007] In a first aspect, a torque control method is provided, which is applied to a vehicle equipped with a steer-by-wire system. The method includes: when the vehicle is in a low-temperature environment, in response to the rotation of the vehicle's steering wheel, acquiring the initial output torque of the vehicle's hand-feel simulation motor and determining the first compensation torque of the hand-feel simulation motor, wherein the hand-feel simulation motor is connected to the vehicle's steering wheel; determining a target output torque based on the initial output torque and the first compensation torque, wherein the target output torque is less than the initial output torque; and controlling the hand-feel simulation motor to output the target output torque.

[0008] In the above technical solution, when the vehicle is in a low-temperature environment, in response to the rotation of the vehicle's steering wheel, the initial output torque of the vehicle's hand-feel simulation motor is obtained, and the first compensation torque of the hand-feel simulation motor is determined. Then, based on the initial output torque and the first compensation torque, the target output torque is determined, and finally, the hand-feel simulation motor is controlled to output the target output torque. Since the target output torque finally output by the hand-feel simulation motor is less than the initial output torque, the impact of increased mechanical friction between the internal transmission structures of the hand-feel simulator on the driver's required hand force to turn the steering wheel can be reduced. In other words, the hand force required for the driver to turn the steering wheel can be reduced, improving vehicle handling and driving comfort.

[0009] In some embodiments, the method further includes: acquiring the temperature of the current environment of the vehicle, the torque applied by the driver to the steering wheel, and the initial output torque of the vehicle's hand feel simulation motor; determining a torque threshold applied by the driver to the steering wheel based on a preset reduction ratio and the initial output torque, wherein the reduction ratio is the ratio between the rotation angle of the steering wheel and the rotation angle of the wheel; and determining that the vehicle is in a low-temperature environment when the temperature of the current environment of the vehicle is lower than the temperature threshold and the torque applied by the driver to the steering wheel is greater than the torque threshold.

[0010] It should be noted that, since the steering wheel may not be turned when the ambient temperature is below a temperature threshold (meaning the driver has no need to turn the steering wheel), to reduce vehicle control power consumption, one possible implementation can determine whether the ambient temperature is below the temperature threshold and whether the driver needs to turn the steering wheel. This ensures that the subsequent step of compensating for the initial output torque of the touch-sensitive motor is only executed when both conditions are met, thus reducing vehicle control power consumption. Specifically, the ambient temperature and the torque applied to the steering wheel by the driver can be obtained. Based on a preset reduction ratio and initial output torque, a torque threshold for the driver's application to the steering wheel is determined. Then, if the ambient temperature is below the temperature threshold and the torque applied to the steering wheel is greater than the threshold, the vehicle is determined to be in a low-temperature environment, and the subsequent step of compensating for the initial output torque of the touch-sensitive motor begins.

[0011] In some embodiments, determining the first compensation torque of the tactile analog motor includes: acquiring the torque applied by the driver to the steering wheel; determining the first compensation torque corresponding to the torque applied by the driver to the steering wheel based on a preset first relational mapping table; or, acquiring the temperature of the current environment of the vehicle, the vehicle speed, and the current rotation angle of the steering wheel; determining a target compensation coefficient based on the temperature, vehicle speed, and the current rotation angle of the steering wheel; and determining the first compensation torque based on the initial output torque and the target compensation coefficient.

[0012] In some embodiments, determining a target compensation coefficient based on temperature, vehicle speed, and the current rotation angle of the steering wheel includes: determining a first compensation coefficient corresponding to temperature based on a preset second relationship correspondence table; determining a second compensation coefficient corresponding to vehicle speed based on a preset third relationship correspondence table; determining a third compensation coefficient corresponding to the current rotation angle of the steering wheel based on a preset fourth relationship correspondence table; and multiplying the first compensation coefficient, the second compensation coefficient, and the third compensation coefficient to obtain the target compensation coefficient.

[0013] In some embodiments, after controlling the hand-feel simulation motor to output the target output torque, the method further includes: taking the moment when the driver turns the steering wheel as the starting moment, obtaining the cumulative rotation angle of the steering wheel within a preset time period; determining a target adjustment value of the target output torque based on the cumulative rotation angle, the preset time period, and the first compensation torque; determining the adjusted target output torque based on the target adjustment value and the target output torque; and controlling the hand-feel simulation motor to output the adjusted target output torque.

[0014] It should be noted that, since the lubrication performance of the grease in the transmission mechanism of the hand-feel simulation motor increases with the increase of the cumulative steering wheel rotation angle, the driver's hand force to turn the steering wheel decreases with the increase of the cumulative steering wheel rotation angle. Therefore, in order to ensure the accuracy of the compensation for the initial output torque of the hand-feel simulation motor, that is, to ensure the accuracy of the torque output of the hand-feel simulation motor, in one possible implementation, after controlling the hand-feel simulation motor to output the target output torque, the cumulative rotation angle of the steering wheel within a preset time period can be obtained with the moment when the driver turns the steering wheel as the starting time. Based on the cumulative rotation angle, the preset time period, and the first compensation torque, the target adjustment value of the target output torque is determined. Then, based on the target adjustment value and the target output torque, the adjusted target output torque is determined, and finally the hand-feel simulation motor is controlled to output the adjusted target output torque, thereby ensuring the accuracy of the torque output by the hand-feel simulation motor.

[0015] In some embodiments, determining a target adjustment value for the target output torque based on the cumulative rotation angle, a preset duration, and a first compensation torque includes: determining a proportional gain corresponding to the cumulative rotation angle based on a preset fifth relational table; determining a first adjustment value based on the proportional gain and the first compensation torque; performing an integral operation on the first compensation torque based on the preset duration to obtain the cumulative compensation torque of the tactile analog motor within the preset duration; determining an integral gain corresponding to the cumulative compensation torque based on a preset sixth relational table; determining a second adjustment value based on the cumulative compensation torque and the integral gain; and summing the first adjustment value and the second adjustment value to obtain the target adjustment value.

[0016] In some embodiments, the method further includes: acquiring the vehicle speed, the vehicle's current yaw rate, the current steering wheel rotation angle, and the torque applied to the steering wheel by the driver; determining the base output torque of the analog inductor corresponding to the vehicle speed and the current steering wheel rotation angle based on a preset seventh relational table; determining a first coefficient corresponding to the vehicle's current yaw rate based on a preset eighth relational table; determining a second coefficient corresponding to the torque applied to the steering wheel by the driver based on a preset ninth relational table; and determining an initial output torque based on the base output torque, the first coefficient, and the second coefficient.

[0017] Secondly, a torque control device is provided, the device comprising:

[0018] The acquisition module is used to acquire the initial output torque of the vehicle's hand feel simulation motor and determine the first compensation torque of the hand feel simulation motor in response to the rotation of the vehicle's steering wheel when the vehicle is in a low temperature environment. The hand feel simulation motor is connected to the vehicle's steering wheel.

[0019] The determination module is used to determine the target output torque based on the initial output torque and the first compensation torque, wherein the target output torque is less than the initial output torque;

[0020] The control module is used to control the target output torque of the tactile analog motor.

[0021] In some embodiments, the acquisition module is further configured to acquire the temperature of the current environment of the vehicle, the torque applied by the driver to the steering wheel, and the initial output torque of the vehicle's hand-feel simulation motor; the determination module is further configured to determine a torque threshold applied by the driver to the steering wheel based on a preset reduction ratio and the initial output torque, wherein the reduction ratio is the ratio between the rotation angle of the steering wheel and the rotation angle of the wheel; and determine that the vehicle is in a low-temperature environment if the temperature of the current environment of the vehicle is lower than the temperature threshold and the torque applied by the driver to the steering wheel is greater than the torque threshold.

[0022] In some embodiments, the acquisition module is further configured to acquire the torque applied to the steering wheel by the driver; the determination module is further configured to determine the first compensation torque corresponding to the torque applied to the steering wheel by the driver based on a preset first relationship correspondence table; or, the acquisition module is further configured to acquire the temperature of the current environment of the vehicle, the vehicle speed, and the current rotation angle of the steering wheel; the determination module is further configured to determine the target compensation coefficient based on the temperature, vehicle speed, and the current rotation angle of the steering wheel; and determine the first compensation torque based on the initial output torque and the target compensation coefficient.

[0023] In some embodiments, the determining module is further configured to determine a first compensation coefficient corresponding to temperature based on a preset second relationship correspondence table; determine a second compensation coefficient corresponding to vehicle speed based on a preset third relationship correspondence table; determine a third compensation coefficient corresponding to the current rotation angle of the steering wheel based on a preset fourth relationship correspondence table; and multiply the first compensation coefficient, the second compensation coefficient, and the third compensation coefficient to obtain a target compensation coefficient.

[0024] In some embodiments, the acquisition module is further configured to acquire the cumulative rotation angle of the steering wheel within a preset time period, starting from the moment when the driver turns the steering wheel; the determination module is further configured to determine the target adjustment value of the target output torque based on the cumulative rotation angle, the preset time period, and the first compensation torque; and determine the adjusted target output torque based on the target adjustment value and the target output torque; the control module is further configured to control the hand feel simulation motor to output the adjusted target output torque.

[0025] In some embodiments, the determining module is further configured to: determine the proportional gain corresponding to the cumulative rotation angle based on a preset fifth relation correspondence table; determine a first adjustment value based on the proportional gain and the first compensation torque; perform an integral operation on the first compensation torque based on a preset duration to obtain the cumulative compensation torque of the tactile analog motor within the preset duration; determine the integral gain corresponding to the cumulative compensation torque based on a preset sixth relation correspondence table; determine a second adjustment value based on the cumulative compensation torque and the integral gain; and sum the first adjustment value and the second adjustment value to obtain a target adjustment value.

[0026] In some embodiments, the acquisition module is further configured to acquire the vehicle speed, the vehicle's current yaw rate, the current steering wheel rotation angle, and the torque applied to the steering wheel by the driver; the determination module is further configured to determine, based on a preset seventh relational correspondence table, the basic output torque of the analog inductor corresponding to the vehicle speed and the current steering wheel rotation angle; determine, based on a preset eighth relational correspondence table, a first coefficient corresponding to the vehicle's current yaw rate; determine, based on a preset ninth relational correspondence table, a second coefficient corresponding to the torque applied to the steering wheel by the driver; and determine the initial output torque based on the basic output torque, the first coefficient, and the second coefficient.

[0027] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the torque control method of the first aspect or any possible implementation thereof.

[0028] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to execute the torque control method in the first aspect or any possible implementation thereof.

[0029] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the torque control method described in the first aspect or any possible implementation thereof. Attached Figure Description

[0030] Figure 1 is a structural flowchart of a conventional steering system provided in an embodiment of this application;

[0031] Figure 2 is a structural flowchart of the steer-by-wire system provided in an embodiment of this application;

[0032] Figure 3 is a schematic flowchart of a torque control method provided in an embodiment of this application;

[0033] Figure 4 is a schematic diagram of a torque control device provided in an embodiment of this application;

[0034] Figure 5 is a structural schematic diagram of a vehicle provided in an embodiment of this application. Embodiments of the present invention

[0035] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0036] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0037] Figure 1 is a schematic diagram of the structure of a conventional steering system in the prior art.

[0038] As exemplarily shown in FIG1, the conventional steering system 100 includes: a steering wheel 101, a column 102, a torsion bar 103, an intermediate shaft 104, a steering gear 105, and a wheel 106. The column 102 is mechanically connected to the steering gear 105 via the intermediate shaft 104, and the power steering motor 1051 in the steering gear 105 is connected to the steering shaft of the wheel 106 via a series of mechanical components.

[0039] The control logic of a traditional steering system is as follows: the driver operates the steering gear 105 by turning the steering wheel 101, and then transmits the steering input to the wheels 106 through a series of mechanical components (such as the intermediate shaft 104 and the torsion bar 103). At the same time, the power assist motor 1051 provides additional force to assist the driver in steering based on the vehicle speed, the current rotation angle of the steering wheel, the torque applied to the steering wheel by the driver (also known as the driver's hand force), and the steering wheel speed, thereby enabling the driver to achieve steering control of the vehicle.

[0040] Figure 2 is a schematic diagram of a steer-by-wire system provided in an embodiment of this application.

[0041] As exemplarily shown in Figure 2, the steer-by-wire system 200, in addition to the steering wheel 101, column 102, torsion bar 103, and wheel 106 included in the conventional steering system 100, also includes: a hand feel simulator 201, a steering actuator 202, and a Controller Area Network (CAN) bus 203. Compared to the conventional steering system 100, the steer-by-wire system 200 eliminates the mechanical connection between the steering gear and the column, and adds a hand feel simulator 201. The hand feel simulator 201 and the steering actuator 202 are connected via the CAN bus 203.

[0042] The steer-by-wire system's logic for driver hand force control is as follows: The hand-feel simulator 201 calculates the rack position based on the steering wheel angle and sends this position to the steering actuator 202 via the CAN bus 203. The steering actuator motor 2021 in the steering actuator 202 controls the rack 2022 to move to that position, thus achieving vehicle steering control. Simultaneously, while the steering actuator motor 2021 in the actuator 202 is controlling the rack 2022 to move to the rack position, the hand-feel simulator 201 calculates the output torque of the hand-feel simulation motor 2011 based on the vehicle speed, the vehicle's current yaw rate, the current steering wheel angle, and the torque applied to the steering wheel by the driver. It then controls the hand-feel simulation motor 2011 to output this torque, simulating the force feedback in a traditional mechanical steering system. This feedback allows the driver to feel steering resistance, thus better perceiving the vehicle's status and road conditions.

[0043] Based on the working principle of the above-mentioned steer-by-wire system, when the vehicle is in a low-temperature environment, the viscosity of the grease in the internal transmission structure (e.g., the turbine 2012 and worm gear 2013 in Figure 2) of the hand feel simulator 201 will increase, that is, the mechanical friction between the transmission structure will increase. Therefore, the driver's hand force to turn the steering wheel will increase, resulting in the driver needing too much hand force to turn the steering wheel, which reduces the vehicle's handling performance.

[0044] To address the aforementioned issues, this application provides a torque control method that reduces the hand force required for the driver to turn the steering wheel when the vehicle is in a low-temperature environment, thereby improving vehicle handling performance and driving comfort.

[0045] It should be understood that the torque control method provided in this application embodiment can be applied to vehicles equipped with a steer-by-wire system, specifically to the steer-by-wire system 200 shown in FIG2.

[0046] The method of the embodiment of this application will be described in detail below with reference to Figure 3.

[0047] Figure 3 is a schematic flowchart of a torque control method provided in an embodiment of this application, which is applied to the steer-by-wire system shown in Figure 2.

[0048] For example, as shown in Figure 3, the method 300 includes the following steps:

[0049] Step 301: Determine if the vehicle is in a low-temperature environment.

[0050] It should be understood that the core idea of ​​the method provided in this application is to compensate for the initial output torque of the hand-feel simulator motor when the vehicle is in a low-temperature environment, so as to reduce the impact of increased mechanical friction between the internal transmission structures of the hand-feel simulator on the hand force required for the driver to turn the steering wheel, that is, to reduce the hand force required for the driver to turn the steering wheel. Therefore, when implementing the method provided in the embodiments of this application, it is necessary to first determine whether the vehicle is in a low-temperature environment.

[0051] In one possible implementation, the temperature of the vehicle's current environment can be obtained, and based on the relationship between the current temperature of the vehicle's current environment and a temperature threshold, it can be determined whether the vehicle is in a low-temperature environment.

[0052] The temperature threshold is preset by the developers based on experimental data. For example, the temperature threshold could be -5℃, -10℃, -15℃, etc., and this application embodiment does not limit this. The temperature of the vehicle's current environment can be measured by an internal temperature sensor or an external temperature sensor configured on the vehicle, and this application embodiment does not limit this.

[0053] Specifically, after obtaining the temperature of the vehicle's current environment, the temperature of the vehicle's current environment can be compared with the temperature threshold. If the temperature of the vehicle's current environment is lower than the temperature threshold, it can be determined that the vehicle is in a low-temperature environment.

[0054] For example, when the temperature of the current environment where the vehicle is located is -15℃ and the temperature threshold is -10℃, the temperature of the current environment (-15℃) can be compared with the temperature threshold (-10℃). Since the temperature of the current environment (-15℃) is less than the temperature threshold (-10℃), it can be determined that the vehicle is in a low-temperature environment.

[0055] It should be noted that, since the steering wheel may not be turned if the ambient temperature is below a certain threshold, meaning the driver has no need to turn the steering wheel, another possible implementation could reduce vehicle control power consumption. This involves determining whether the ambient temperature is below the threshold and whether the driver needs to turn the steering wheel. The subsequent step of compensating for the initial output torque of the haptic feedback motor would only be executed if both conditions are met, thus reducing vehicle control power consumption.

[0056] In this embodiment, the temperature of the vehicle's current environment, the torque applied by the driver to the steering wheel (also known as the driver's hand force), and the initial output torque of the hand feel simulation motor can be obtained. Based on the preset reduction ratio and the initial output torque, the torque threshold applied by the driver to the steering wheel is determined. Then, based on the relationship between the temperature of the vehicle's current environment and the temperature threshold, and the relationship between the torque applied by the driver to the steering wheel and the torque threshold, it is determined whether the vehicle is in a low-temperature environment.

[0057] Understandably, when a driver needs to turn the steering wheel, they will apply torque to it. Therefore, to determine whether the driver needs to turn the steering wheel, it is necessary to obtain the torque applied by the driver. This allows us to determine whether the driver needs to turn the steering wheel by comparing the torque applied by the driver with the torque threshold, once the ambient temperature of the vehicle is determined to be below a temperature threshold. This ensures that the subsequent steps of compensating for the initial output torque of the tactile analog motor are only executed when the ambient temperature is below the temperature threshold and the driver needs to turn the steering wheel, thereby reducing the vehicle's control power consumption.

[0058] The reduction ratio refers to the ratio between the steering wheel's rotation angle and the wheel's rotation angle. For example, if the steering wheel rotates 10 degrees and the wheel rotates 1 degree, then the reduction ratio is 10:1.

[0059] The torque applied to the steering wheel by the driver can be measured by a torque sensor installed in the steering column. The temperature threshold and the method for obtaining the temperature of the vehicle's current environment can be found in the embodiment above, and will not be repeated here.

[0060] The initial output torque is calculated by the vehicle based on the vehicle speed, the current yaw rate, the current steering wheel angle, and the torque applied to the steering wheel by the driver. Typically, the feel simulation motor outputs resistance to the steering wheel based on the calculated initial output torque to simulate the force feedback in a traditional mechanical steering system.

[0061] In one possible implementation, the initial output torque can be calculated by acquiring the vehicle speed, the vehicle's current yaw rate, the current steering wheel angle (also known as the steering wheel angle), and the torque applied to the steering wheel by the driver; and obtaining the initial output torque based on the vehicle speed, the vehicle's current yaw rate, the current steering wheel angle, and the torque applied to the steering wheel by the driver.

[0062] Among them, the vehicle speed can be measured by wheel speed sensors, the current steering wheel rotation angle can be measured by steering wheel angle sensors installed on the steering wheel column, and the torque applied by the driver to the steering wheel can be measured by torque sensors installed in the steering wheel column.

[0063] As we can understand it, yaw angle refers to the angle by which a car rotates around its Z-axis, which is perpendicular to the ground. Yaw rate is the rate of change of the yaw angle, that is, the yaw angle per unit time. Typically, the yaw rate is positive when the vehicle turns left and negative when it turns right. A yaw rate sensor can be placed near the vehicle's center of gravity to obtain the vehicle's current yaw rate.

[0064] Alternatively, the wheel speeds of both sides of the vehicle can be obtained, the wheel speed difference between the two sides can be calculated, and then the wheel speed difference can be converted into yaw rate through a mathematical model to obtain the current yaw rate of the vehicle. The mathematical model could be, for example: Yaw rate = Wheel speed difference / Track width × cosθ, where θ is the steering angle of the wheel.

[0065] After obtaining the vehicle speed, the vehicle's current yaw rate, the current steering wheel angle, and the torque applied to the steering wheel by the driver, the following section details how to obtain the initial output torque based on the vehicle speed, the vehicle's current yaw rate, the current steering wheel angle, and the torque applied to the steering wheel by the driver.

[0066] In one possible implementation, the vehicle can store a preset two-dimensional relationship table (i.e., the seventh relationship table) corresponding to vehicle speed, current steering wheel rotation angle, and basic output torque. In this table, when the current steering wheel rotation angle is fixed, a higher vehicle speed corresponds to a larger basic output torque; conversely, when the vehicle speed is fixed, a larger current steering wheel rotation angle corresponds to a larger basic output torque. After obtaining the vehicle speed, current yaw rate, current steering wheel rotation angle, and the torque applied to the steering wheel by the driver, a basic output torque can be obtained by first looking up the corresponding information in the seventh relationship table based on the vehicle speed and the current steering wheel rotation angle.

[0067] The base output torque can be understood as the torque determined without other influencing factors (such as the vehicle's current yaw rate and the torque applied to the steering wheel by the driver). The initial output torque is the base output torque after adjustment. For example, the initial output torque is the torque adjusted based on the vehicle's current yaw rate and the torque applied to the steering wheel by the driver.

[0068] For example, the seventh relation correspondence table can be shown in Table 1 below:

[0069] Table 1

[0070]

[0071] As shown in Table 1 above, the basic output torque corresponding to vehicle speed (60km / h) and steering wheel angle (i.e., the current steering wheel rotation angle (30°)) is 20Nm; the basic output torque corresponding to vehicle speed (60km / h) and steering wheel rotation angle (60°) is 40Nm; the basic output torque corresponding to vehicle speed (100km / h) and steering wheel rotation angle (30°) is 50Nm; the basic output torque corresponding to vehicle speed (100km / h) and steering wheel rotation angle (60°) is 90Nm, and so on.

[0072] In one possible implementation, the vehicle may also store a preset one-dimensional correspondence table of the vehicle's current yaw rate and a first coefficient, namely the eighth correspondence table. In the eighth correspondence table, the larger the vehicle's current yaw rate, the larger the corresponding first coefficient. After obtaining the vehicle's current yaw rate, the preset eighth correspondence table can be used to find the first coefficient based on the vehicle's current yaw rate.

[0073] For example, the eighth relation correspondence table can be shown in Table 2 below:

[0074] Table 2

[0075]

[0076] As shown in Table 2 above, the current yaw rate of the vehicle (5° / s) corresponds to the first coefficient (1.02), the current yaw rate of the vehicle (30° / s) corresponds to the first coefficient (1.06), and so on.

[0077] In one possible implementation, the vehicle may also store a preset one-dimensional relationship correspondence table of torque applied by the driver to the steering wheel and the second coefficient, namely the ninth relationship correspondence table. In the ninth relationship correspondence table, the larger the torque applied by the driver to the steering wheel, the larger the corresponding second coefficient. After obtaining the torque applied by the driver to the steering wheel, the preset ninth relationship correspondence table can be searched based on the torque applied by the driver to obtain the second coefficient.

[0078] For example, the ninth relation correspondence table can be shown in Table 3 below:

[0079] Table 3

[0080]

[0081] As shown in Table 2 above, the torque applied by the driver to the steering wheel (5 Nm) corresponds to the second coefficient (1.1), the torque applied by the driver to the steering wheel (10 Nm) corresponds to the second coefficient (1.4), and so on.

[0082] Furthermore, based on the vehicle speed, the vehicle's current yaw rate, the current steering wheel rotation angle, and the torque applied to the steering wheel by the driver, after consulting Tables 1 to 3 to obtain the basic output torque, the first coefficient, and the second coefficient, the first coefficient and the second coefficient can be multiplied together to obtain a product. The basic output torque is then multiplied by the product obtained in the above steps to obtain the initial output torque.

[0083] For example, when the vehicle speed is 60 km / h, the current steering wheel rotation angle is 30°, the current yaw rate is 5° / s, and the torque applied to the steering wheel by the driver is 5 Nm, the basic auxiliary torque can be determined as 20 Nm based on the vehicle speed (60 km / h) and the current steering wheel rotation angle (30°) by referring to Table 1; the first coefficient can be determined as 1.02 based on the current yaw rate (5° / s) by referring to Table 2; and the second coefficient can be determined as 1.1 based on the torque applied to the steering wheel by the driver (5 Nm) by referring to Table 3. The product of the first and second coefficients is 1.02 × 1.1 = 1.122, that is, the initial output torque = 20 Nm × 1.122 = 20.44 Nm.

[0084] Furthermore, after obtaining the initial output torque, the torque threshold applied by the driver to the steering wheel can be determined based on the preset reduction ratio and the initial output torque.

[0085] For example, when the preset reduction ratio is 10:1 and the initial output torque is 20.44 Nm, the torque threshold applied by the driver to the steering wheel is 20.44 / 10 = 2.044 Nm.

[0086] In one possible implementation, after obtaining the temperature of the vehicle's current environment, the torque applied by the driver to the steering wheel, the initial output torque of the hand-feel simulation motor, and the torque threshold, the temperature of the vehicle's current environment can be compared with the temperature threshold, and the torque applied by the driver to the steering wheel can be compared with the torque threshold, so that if the temperature of the vehicle's current environment is lower than the temperature threshold and the torque applied by the driver to the steering wheel is greater than the torque threshold, it can be determined that the vehicle is in a low-temperature environment.

[0087] For example, when the current ambient temperature of the vehicle is -15℃ and the temperature threshold is -10℃, and the torque applied by the driver to the steering wheel is 5Nm and the torque threshold is 2.044Nm, the current ambient temperature (-15℃) can be compared with the temperature threshold (-10℃), and the torque applied by the driver to the steering wheel (5Nm) can be compared with the torque threshold (2.044Nm). Since the current ambient temperature (-15℃) is lower than the temperature threshold (-10℃) and the torque applied by the driver to the steering wheel (5Nm) is greater than the torque threshold (2.044Nm), it can be determined that the vehicle is in a low-temperature environment.

[0088] Step 302: When the vehicle is in a low-temperature environment, in response to the rotation of the vehicle's steering wheel, the initial output torque of the vehicle's hand feel simulation motor is obtained and the first compensation torque of the hand feel simulation motor is determined.

[0089] In one possible implementation, a steering sensor mounted on the steering column can be used to determine whether the vehicle's steering wheel has turned. The steering column, a crucial component connecting the steering wheel and steering gear, is used to detect whether the steering wheel has turned and the angle of that turn.

[0090] Optionally, the steering sensor can be a magnetic or photoelectric sensor, and this application embodiment does not limit this.

[0091] For example, when the steering sensor is a magnetic steering sensor, it can determine whether the steering wheel has turned by detecting whether the magnetic field has changed. That is, when the magnetic steering sensor detects a change in the magnetic field, it determines that the steering wheel has turned.

[0092] The method for obtaining the initial output torque of the vehicle's tactile simulation motor can be found in the above embodiment, and will not be repeated here.

[0093] The following details how to determine the first compensation torque for a tactile simulation motor:

[0094] In one possible implementation, the first compensation torque of the tactile analog motor is calculated in either of the following two ways, which is not limited in the embodiments of this application.

[0095] The first method: Obtain the torque applied by the driver to the steering wheel, and determine the first compensation torque based on the torque applied by the driver to the steering wheel.

[0096] The method for obtaining the torque applied to the steering wheel by the driver can be found in the above embodiment, and will not be repeated here.

[0097] In one possible implementation, the vehicle may also store a preset one-dimensional correspondence table of torque applied by the driver to the steering wheel and a first compensation torque, i.e., a first correspondence table. In the first correspondence table, the larger the torque applied by the driver to the steering wheel, the larger the corresponding first compensation torque. After obtaining the torque applied by the driver to the steering wheel, the first compensation torque can be obtained by looking up the preset first correspondence table based on the torque applied by the driver to the steering wheel.

[0098] For example, the first relationship correspondence table can be shown in Table 4 below:

[0099] Table 4

[0100]

[0101] As shown in Table 4 above, the torque applied by the driver to the steering wheel (5 Nm) corresponds to the first compensation torque (2.9 Nm), the torque applied by the driver to the steering wheel (10 Nm) corresponds to the first compensation torque (4.5 Nm), and so on.

[0102] The second method involves obtaining the temperature of the vehicle's current environment, the vehicle's speed, and the current steering wheel angle, and determining the first compensation torque based on these parameters.

[0103] The methods for obtaining the temperature of the vehicle's current environment, the vehicle's speed, and the current steering wheel angle can be found in the above embodiment, and will not be repeated here.

[0104] Specifically, after obtaining the temperature of the vehicle's current environment, the vehicle's speed, and the current steering wheel angle, the target compensation coefficient can be determined based on the temperature, vehicle speed, and current steering wheel angle. Then, the first compensation torque can be determined based on the initial output torque and the target compensation coefficient.

[0105] The following describes how to determine the target compensation coefficient based on temperature, vehicle speed, and the current steering wheel rotation angle.

[0106] In one possible implementation, the vehicle may store a preset one-dimensional correspondence table (i.e., a second correspondence table) between the current ambient temperature and a first compensation coefficient. In the second correspondence table, the lower the current ambient temperature, the smaller the corresponding first compensation coefficient. After obtaining the current ambient temperature, the first compensation coefficient can be obtained by looking up the preset first correspondence table based on the current ambient temperature.

[0107] The first compensation coefficient is used to compensate for the effect of temperature changes on the force required for the driver to turn the steering wheel. In low-temperature environments, the mechanical performance of the hand-feel simulator may decrease, i.e., the viscosity of the lubricating grease increases, leading to increased mechanical friction. This, in turn, increases the force required for the driver to turn the steering wheel. Therefore, as the ambient temperature of the vehicle decreases, the first compensation coefficient also needs to decrease, thereby reducing the output torque of the hand-feel simulator motor to compensate for the performance loss of the hand-feel simulator on the force required for the driver to turn the steering wheel.

[0108] For example, the second relation correspondence table can be shown in Table 5 below:

[0109] Table 5

[0110]

[0111] As shown in Table 5 above, the temperature of the current environment where the vehicle is located (-7℃) corresponds to the first compensation coefficient (2.8), the temperature of the current environment where the vehicle is located (-12℃) corresponds to the first compensation coefficient (1.5), and so on.

[0112] In one possible implementation, the vehicle may store a preset one-dimensional correspondence table (i.e., a third correspondence table) between vehicle speed and the second compensation coefficient. In this third correspondence table, the higher the vehicle speed, the smaller the corresponding second compensation coefficient. After obtaining the vehicle speed, the second compensation coefficient can be obtained by looking up the preset third correspondence table based on the vehicle speed.

[0113] The second compensation coefficient is used to compensate for the impact of vehicle speed changes on the output torque of the hand-feel simulation motor. At different vehicle speeds, the hand-feel simulation motor needs to output different torques to simulate the force feedback in a traditional mechanical steering system. For example, when the vehicle is traveling at low speeds, the second compensation coefficient needs to be increased to increase the output torque of the hand-feel simulation motor and reduce steering response speed; when the vehicle is traveling at high speeds, the second compensation coefficient needs to be decreased to decrease the output torque of the hand-feel simulation motor and increase steering response speed, thereby ensuring that the vehicle has good handling and stability under different operating conditions.

[0114] For example, the third-party relation mapping table can be shown in Table 6 below:

[0115] Table 6

[0116]

[0117] As shown in Table 5 above, the second compensation coefficient is 0.85 Nm for vehicle speeds V less than or equal to 30 km / h, 0.7 for vehicle speeds V greater than 30 km / h and less than or equal to 60 km / h, 0.45 for vehicle speeds V greater than 60 km / h and less than or equal to 100 km / h, and 0.2 for vehicle speeds V greater than 100 km / h.

[0118] In one possible implementation, the vehicle can store a preset one-dimensional correspondence table (i.e., a fourth correspondence table) between the current steering wheel rotation angle and the third compensation coefficient. In this table, the larger the current steering wheel rotation angle, the smaller the corresponding third compensation coefficient. Upon obtaining the current steering wheel rotation angle, the third compensation coefficient can be obtained by looking up the preset fourth correspondence table based on that angle.

[0119] The third compensation coefficient is used to compensate for the impact of changes in the steering wheel's rotation angle on the output torque of the hand-feel simulation motor. Similarly, at different steering wheel rotation angles, the hand-feel simulation motor needs to output different torques to simulate the force feedback in a traditional mechanical steering system. For example, when the steering wheel rotation angle is small, the third compensation coefficient needs to be increased to increase the output torque of the hand-feel simulation motor and reduce steering response speed; when the steering wheel rotation angle is large, the third compensation coefficient needs to be decreased to reduce the output torque of the hand-feel simulation motor and increase steering response speed, thereby ensuring that the vehicle has good handling and stability under different operating conditions.

[0120] For example, the fourth relation correspondence table can be shown in Table 7 below:

[0121] Table 7

[0122]

[0123] As shown in Table 7 above, the steering wheel angle A, i.e. the current steering wheel rotation angle A is less than or equal to 30°, corresponds to the third compensation coefficient (0.65); the current steering wheel rotation angle A is greater than 30° and less than or equal to 90°, corresponds to the second compensation coefficient (0.5); the current steering wheel rotation angle A is greater than 90° and less than or equal to 120°, corresponds to the third compensation coefficient (0.3); and the current steering wheel rotation angle A is greater than 120°, corresponds to the third compensation coefficient (0.1).

[0124] Furthermore, based on temperature, vehicle speed, and the current steering wheel rotation angle, after consulting Tables 5 to 7 to obtain the first compensation coefficient, the second compensation coefficient, and the third compensation coefficient, the first compensation coefficient, the second compensation coefficient, and the third compensation coefficient can be multiplied together to obtain a product, and the product obtained is used as the target compensation coefficient.

[0125] For example, when the temperature is -7℃, the vehicle speed is 65km / h, and the current steering wheel rotation angle is 92°, the first compensation coefficient can be determined as 2.8 based on the temperature (-7℃) by referring to Table 5; the second compensation coefficient can be determined as 0.45 based on the vehicle speed (65km / h) by referring to Table 6; and the third compensation coefficient can be determined as 0.3 based on the current steering wheel rotation angle (92°) by referring to Table 7. The product of the first, second, and third compensation coefficients is 2.8 × 0.45 × 0.3 = 0.378, which is the target compensation coefficient of 0.378.

[0126] In one possible implementation, after obtaining the target compensation coefficient, the first compensation torque can be determined based on the initial output torque and the target compensation coefficient.

[0127] Specifically, the initial output torque can be multiplied by the target compensation coefficient to obtain the first compensation torque.

[0128] For example, when the target compensation coefficient is 0.378 and the initial output torque is 20.44 Nm, the target compensation coefficient (0.378) is multiplied by the initial output torque (20.44 Nm), i.e., 0.378 × 20.44 Nm ≈ 7.726 Nm, and the product (7.726 Nm) is used as the first compensation torque.

[0129] Step 303: Based on the initial output torque and the first compensation torque, determine the target output torque, which is less than the initial output torque.

[0130] Specifically, after obtaining the initial output torque and the first compensation torque, the initial output torque can be subtracted from the first compensation torque to obtain the target output torque, which is the torque that the tactile simulation motor will eventually output.

[0131] For example, when the initial output torque is 20.44 Nm and the first compensation torque is 7.726 Nm, the initial output torque (20.44 Nm) is subtracted from the first compensation torque (7.726 Nm), i.e., 20.44 Nm - 7.726 Nm = 12.714 Nm, and the difference (12.714 Nm) is taken as the target output torque.

[0132] Step 304: Control the hand-feel simulation motor to output the target output torque.

[0133] For example, after obtaining the target output torque (12.714 Nm), the vehicle can control the hand-feel analog motor to output the target output torque (12.714 Nm).

[0134] In summary, the torque control method provided in this application can, in the event of a vehicle operating in a low-temperature environment, respond to the rotation of the vehicle's steering wheel, acquire the initial output torque of the vehicle's hand-feel simulator motor, determine the first compensation torque of the hand-feel simulator motor, and then, based on the initial output torque and the first compensation torque, determine the target output torque, ultimately controlling the hand-feel simulator motor to output the target output torque. Since the final target output torque of the hand-feel simulator motor is less than the initial output torque, the increased mechanical friction between the internal transmission structures of the hand-feel simulator can be reduced, thus reducing the hand force required for the driver to turn the steering wheel, improving vehicle handling, and enhancing driving comfort.

[0135] It should be noted that, because the lubricating performance of the grease in the transmission mechanism of the hand-feel simulator increases with the increase of the cumulative steering wheel rotation angle, the driver's hand force in turning the steering wheel, i.e., the torque applied by the driver to the steering wheel, decreases with the increase of the cumulative steering wheel rotation angle. Therefore, in order to ensure the accuracy of the compensation for the initial output torque of the hand-feel simulator, i.e., to ensure the accuracy of the output torque of the hand-feel simulator, in one possible implementation, after controlling the hand-feel simulator to output the target output torque, a target adjustment value for the target output torque can also be determined; based on the target adjustment value and the target output torque, the adjusted target output torque is determined, and finally the hand-feel simulator is controlled to output the adjusted target output torque, thereby ensuring the accuracy of the torque output by the hand-feel simulator.

[0136] The following section explains how to determine the target adjustment value:

[0137] In one possible implementation, the cumulative steering wheel rotation angle and the first compensation torque can be proportionally-integral adjusted respectively to obtain the target adjustment value of the target output torque.

[0138] Specifically, the cumulative rotation angle of the steering wheel within a preset time period can be obtained from the moment the driver turns the steering wheel. Based on the cumulative rotation angle, the preset time period, and the first compensation torque, the target adjustment value of the target output torque can be determined.

[0139] The preset duration is set by the developers based on experimental data. For example, the preset duration can be 5 seconds, 8 seconds, or 15 seconds, etc. This application embodiment does not limit this.

[0140] In one possible implementation, the vehicle may store a preset one-dimensional relationship table (i.e., a fifth relationship table) corresponding to the cumulative steering wheel rotation angle over a preset time period. In this table, a larger cumulative rotation angle corresponds to a larger proportional gain. After obtaining the cumulative steering wheel rotation angle over the preset time period, the proportional gain can be obtained by looking up the corresponding fifth relationship table based on the cumulative rotation angle.

[0141] For example, the fifth relation correspondence table can be shown in Table 8 below:

[0142] Table 8

[0143]

[0144] As shown in Table 8 above, the cumulative steering wheel rotation angle B is less than or equal to 30°, corresponding to a proportional gain of (0.01); the cumulative steering wheel rotation angle B is greater than 30° and less than or equal to 90°, corresponding to a proportional gain of (0.03); the cumulative steering wheel rotation angle B is greater than 90° and less than or equal to 120°, corresponding to a proportional gain of (0.05); and the cumulative steering wheel rotation angle B is greater than 120°, corresponding to a proportional gain of (0.08).

[0145] Furthermore, after obtaining the proportional gain corresponding to the cumulative rotation angle, a first adjustment value can be determined based on the proportional gain and the first compensation torque, thereby completing the proportional adjustment of the cumulative rotation angle.

[0146] Specifically, the first compensation torque can be multiplied by the proportional gain to obtain the first adjustment value.

[0147] For example, when the cumulative rotation angle of the steering wheel is 45° and the first compensation torque is 7.726Nm, after referring to Table 8 to determine that the proportional gain corresponding to the cumulative rotation angle (45°) of the steering wheel is 0.03, the first compensation torque (7.726Nm) is multiplied by the proportional gain (0.03), that is, 7.726Nm×0.03≈0.232Nm, and the product (0.232Nm) is used as the first adjustment value.

[0148] In one possible implementation, the first compensation torque can be integrated based on a preset time period to obtain the cumulative compensation torque of the initial output torque of the tactile simulation motor within the preset time period.

[0149] It should be noted that, in this embodiment, the integration of the first compensation torque to obtain the cumulative compensation torque of the initial output torque of the tactile simulation motor within a preset time period can be understood as performing discrete integration on the first compensation torque to obtain the cumulative compensation torque of the initial output torque of the tactile simulation motor within a preset time period, that is, accumulating all the first compensation torques within the preset time period.

[0150] Specifically, the cumulative compensation torque during the preset duration can be calculated using the following formula (1):

[0151] Formula (1)

[0152] Where N is the cumulative compensation torque, n is the first compensation torque, and x is the preset duration.

[0153] For example, when the preset duration is 5 seconds and the first compensation torque is 7.726 Nm, the first compensation torque within 5 seconds can be calculated by accumulating based on the above formula (1), that is, 7.726 Nm + 7.726 Nm + 7.726 Nm + 7.726 Nm + 7.726 Nm = 38.63 Nm, and the sum (38.63 Nm) is taken as the cumulative compensation torque.

[0154] In one possible implementation, the vehicle can store a preset one-dimensional correspondence table of cumulative compensation torque and integral gain, namely the sixth correspondence table. In the sixth correspondence table, the larger the cumulative compensation torque, the larger the corresponding integral gain. After obtaining the aforementioned cumulative compensation torque, the corresponding sixth correspondence table can be looked up based on the cumulative compensation torque to obtain the integral gain.

[0155] For example, the sixth relation correspondence table can be shown in Table 9 below:

[0156] Table 9

[0157]

[0158] As shown in Table 9 above, the cumulative compensation torque C less than or equal to 10 Nm corresponds to an integral gain of 0.01, and the cumulative compensation torque C greater than 30 Nm and less than or equal to 40 Nm corresponds to a proportional gain of 0.04, etc.

[0159] Furthermore, after obtaining the integral gain corresponding to the cumulative compensation torque, a second adjustment value can be determined based on the cumulative compensation torque and the integral gain, thereby completing the integral adjustment of the cumulative compensation torque.

[0160] Specifically, the accumulated compensation torque can be multiplied by the integral gain to obtain the second adjustment value.

[0161] For example, when the cumulative compensation torque is 38.63 Nm, after referring to Table 9 to determine that the integral gain corresponding to the cumulative compensation torque (38.63 Nm) is 0.04, the cumulative compensation torque (38.63 Nm) is multiplied by the integral gain (0.04), that is, 38.63 Nm × 0.04 ≈ 1.55 Nm, and the product (1.55 Nm) is used as the second adjustment value.

[0162] In one possible implementation, after obtaining the first adjustment value and the second adjustment value, the first adjustment value and the second adjustment value can be added together to obtain the target adjustment value.

[0163] For example, when the first adjustment value is 0.232 Nm and the second adjustment value is 1.55 Nm, the first adjustment value (0.232 Nm) and the second adjustment value (1.55 Nm) can be added together (summed), that is, 0.232 Nm + 1.55 Nm = 1.782 Nm, and the sum (1.782 Nm) is used as the target adjustment value.

[0164] In one possible implementation, after obtaining the target adjustment value, the adjusted target output torque can be determined based on the target adjustment value and the target output torque, and finally the hand-feel analog motor can be controlled to output the adjusted target output torque.

[0165] It should be noted that the lubrication performance of the grease in the transmission mechanism of the hand-feel simulation motor increases with the increase of the cumulative steering wheel rotation angle, while the driver's hand force to turn the steering wheel decreases with the increase of the cumulative steering wheel rotation angle. Therefore, as the cumulative steering wheel rotation angle increases, it is necessary to reduce the compensation for the initial output torque of the hand-feel simulation motor. That is, after obtaining the target adjustment value, the target output torque can be subtracted from the target adjustment value to obtain the adjusted target output torque, and the hand-feel simulation motor can be controlled to output the adjusted target output torque.

[0166] For example, when the target adjustment value is 1.782 Nm and the target output torque is 12.714 Nm, the target output torque (12.714 Nm) and the target adjustment value (1.782 Nm) can be subtracted (the difference is calculated), i.e., 12.714 Nm - 1.782 Nm = 10.932 Nm. Then, the difference (10.932 Nm) is used as the adjusted target output torque, and finally the hand-feel analog motor is controlled to output the adjusted target output torque (10.932 Nm).

[0167] Figure 4 is a schematic diagram of a torque control device provided in an embodiment of this application.

[0168] For example, as shown in FIG4, the device 400 includes:

[0169] The acquisition module 401 is used to acquire the initial output torque of the vehicle's hand feel simulation motor and determine the first compensation torque of the hand feel simulation motor in response to the rotation of the vehicle's steering wheel when the vehicle is in a low temperature environment. The hand feel simulation motor is connected to the vehicle's steering wheel.

[0170] The determining module 402 is used to determine the target output torque based on the initial output torque and the first compensation torque, wherein the target output torque is less than the initial output torque;

[0171] The control module 403 is used to control the target output torque of the tactile analog motor.

[0172] In one possible implementation, the acquisition module 401 is further configured to acquire the temperature of the current environment of the vehicle, the torque applied by the driver to the steering wheel, and the initial output torque of the vehicle's hand-feel simulation motor; the determination module 402 is further configured to determine the torque threshold applied by the driver to the steering wheel based on a preset reduction ratio and the initial output torque, wherein the reduction ratio is the ratio between the rotation angle of the steering wheel and the rotation angle of the wheel; and determine that the vehicle is in a low-temperature environment if the temperature of the current environment of the vehicle is lower than the temperature threshold and the torque applied by the driver to the steering wheel is greater than the torque threshold.

[0173] In one possible implementation, the acquisition module 401 is further configured to acquire the torque applied to the steering wheel by the driver; the determination module 402 is further configured to determine the first compensation torque corresponding to the torque applied to the steering wheel by the driver based on a preset first relationship correspondence table; or, the acquisition module 401 is further configured to acquire the temperature of the current environment of the vehicle, the vehicle speed, and the current rotation angle of the steering wheel; the determination module 402 is further configured to determine the target compensation coefficient based on the temperature, vehicle speed, and the current rotation angle of the steering wheel; and determine the first compensation torque based on the initial output torque and the target compensation coefficient.

[0174] In one possible implementation, the determining module 402 is further configured to determine a first compensation coefficient corresponding to temperature based on a preset second relationship correspondence table; determine a second compensation coefficient corresponding to vehicle speed based on a preset third relationship correspondence table; determine a third compensation coefficient corresponding to the current rotation angle of the steering wheel based on a preset fourth relationship correspondence table; and multiply the first compensation coefficient, the second compensation coefficient, and the third compensation coefficient to obtain a target compensation coefficient.

[0175] In one possible implementation, the acquisition module 401 is further configured to acquire the cumulative rotation angle of the steering wheel within a preset time period, taking the moment when the driver turns the steering wheel as the starting moment; the determination module 402 is further configured to determine the target adjustment value of the target output torque based on the cumulative rotation angle, the preset time period, and the first compensation torque; and to determine the adjusted target output torque based on the target adjustment value and the target output torque; and the control module is further configured to control the hand feel simulation motor to output the adjusted target output torque.

[0176] In one possible implementation, the determining module 402 is further configured to: determine the proportional gain corresponding to the cumulative rotation angle based on a preset fifth relation correspondence table; determine a first adjustment value based on the proportional gain and the first compensation torque; perform an integral operation on the first compensation torque based on a preset duration to obtain the cumulative compensation torque of the tactile analog motor within the preset duration; determine the integral gain corresponding to the cumulative compensation torque based on a preset sixth relation correspondence table; determine a second adjustment value based on the cumulative compensation torque and the integral gain; and sum the first adjustment value and the second adjustment value to obtain the target adjustment value.

[0177] In one possible implementation, the acquisition module 401 is further configured to acquire the vehicle speed, the vehicle's current yaw rate, the current steering wheel rotation angle, and the torque applied to the steering wheel by the driver; the determination module 402 is further configured to determine the basic output torque of the analog inductor corresponding to the vehicle speed and the current steering wheel rotation angle based on a preset seventh relation correspondence table; determine the first coefficient corresponding to the vehicle's current yaw rate based on a preset eighth relation correspondence table; determine the second coefficient corresponding to the torque applied to the steering wheel by the driver based on a preset ninth relation correspondence table; and determine the initial output torque based on the basic output torque, the first coefficient, and the second coefficient.

[0178] Figure 5 is a structural schematic diagram of a vehicle provided in an embodiment of this application.

[0179] For example, as shown in FIG5, the vehicle 500 includes a memory 501 and a processor 502, wherein the memory 501 stores executable program code 503, and the processor 502 is used to call and execute the executable program code 503 to perform a torque control method.

[0180] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a torque control method provided in embodiments of this application.

[0181] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0182] It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional description of the corresponding functional module, and will not be repeated here.

[0183] It should be understood that the device provided in this embodiment is used to execute the torque control method described above, and therefore can achieve the same effect as the above implementation method.

[0184] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code.

[0185] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0186] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a torque control method provided in the above embodiments.

[0187] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a torque control method provided in the above embodiment.

[0188] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a torque control method provided in the above embodiment.

[0189] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0190] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0191] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0192] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A torque control method, wherein, Applied to vehicles equipped with a steer-by-wire system, the method includes: When the vehicle is in a low-temperature environment, in response to the rotation of the vehicle's steering wheel, the initial output torque of the vehicle's hand feel simulation motor is obtained and the first compensation torque of the hand feel simulation motor is determined. The hand feel simulation motor is connected to the vehicle's steering wheel. Based on the initial output torque and the first compensation torque, a target output torque is determined, wherein the target output torque is less than the initial output torque; Control the tactile analog motor to output the target output torque.

2. The method according to claim 1, wherein, The method further includes: The temperature of the current environment of the vehicle, the torque applied by the driver to the steering wheel, and the initial output torque of the vehicle's tactile simulation motor are obtained. Based on the preset reduction ratio and the initial output torque, a torque threshold applied by the driver to the steering wheel is determined, wherein the reduction ratio is the ratio between the rotation angle of the steering wheel and the rotation angle of the wheel. If the temperature of the vehicle's current environment is lower than a temperature threshold, and the torque applied by the driver to the steering wheel is greater than the torque threshold, the vehicle is determined to be in a low-temperature environment.

3. The method according to claim 2, wherein, Determining the torque threshold applied by the driver to the steering wheel based on the preset reduction ratio and the initial output torque includes: The torque threshold is obtained by dividing the initial output torque by the reduction ratio.

4. The method according to claim 1, wherein, Determining the first compensation torque of the tactile simulation motor includes: To obtain the torque applied to the steering wheel by the driver; The first compensation torque is determined based on a preset first relationship correspondence table, which corresponds to the torque applied to the steering wheel by the driver.

5. The method according to claim 1, wherein, Determining the first compensation torque of the tactile simulation motor includes: The temperature of the current environment in which the vehicle is located, the vehicle speed, and the current rotation angle of the steering wheel are obtained. The target compensation coefficient is determined based on the temperature, the vehicle speed, and the current rotation angle of the steering wheel; The first compensation torque is determined based on the initial output torque and the target compensation coefficient.

6. The method according to claim 5, wherein, Determining the target compensation coefficient based on the temperature, the vehicle speed, and the current steering wheel rotation angle includes: A first compensation coefficient corresponding to the temperature is determined based on a preset second relationship correspondence table; The second compensation coefficient corresponding to the vehicle speed is determined based on a preset third relationship correspondence table; The third compensation coefficient corresponding to the current rotation angle of the steering wheel is determined based on the preset fourth relation correspondence table. The target compensation coefficient is obtained by multiplying the first compensation coefficient, the second compensation coefficient, and the third compensation coefficient together.

7. The method according to claim 1, wherein, After controlling the tactile analog motor to output the target output torque, the method further includes: Determine the target adjustment value for the target output torque; Based on the target adjustment value and the target output torque, the adjusted target output torque is determined; Control the tactile analog motor to output the adjusted target output torque.

8. The method according to claim 7, wherein, The step of determining the adjusted target output torque based on the target adjustment value and the target output torque includes: The adjusted target output torque is obtained by subtracting the target adjustment value from the target output torque.

9. The method according to claim 7, wherein, The determination of the target adjustment value for the target output torque includes: Starting from the moment when the driver turns the steering wheel, the cumulative rotation angle of the steering wheel within a preset time period is obtained; Based on the cumulative rotation angle, the preset duration, and the first compensation torque, the target adjustment value of the target output torque is determined.

10. The method according to claim 9, wherein, The step of determining the target adjustment value of the target output torque based on the accumulated rotation angle, the preset duration, and the first compensation torque includes: The proportional gain corresponding to the cumulative rotation angle is determined based on a preset fifth relation correspondence table; Based on the proportional gain and the first compensation torque, a first adjustment value is determined; Based on the preset duration, the first compensation torque is integrated to obtain the cumulative compensation torque for the tactile simulation motor within the preset duration. The integral gain corresponding to the cumulative compensation torque is determined based on the preset sixth relation correspondence table; The second adjustment value is determined based on the cumulative compensated torque and the integral gain; The target adjustment value is obtained by summing the first adjustment value and the second adjustment value.

11. The method according to claim 10, wherein, Determining the first adjustment value based on the proportional gain and the first compensation torque includes: Multiply the first compensation torque by the proportional gain to obtain the first adjustment value; Determining the second adjustment value based on the cumulative compensated torque and the integral gain includes: The second adjustment value is obtained by multiplying the cumulative compensation torque by the integral gain.

12. The method according to claim 1, wherein, The method further includes: The vehicle speed, the vehicle's current yaw rate, the steering wheel's current rotation angle, and the torque applied to the steering wheel by the driver are obtained. Based on the preset seventh relation correspondence table, the basic output torque of the simulated inductor corresponding to the vehicle speed and the current rotation angle of the steering wheel is determined; The first coefficient corresponding to the current yaw rate of the vehicle is determined based on the preset eighth relation correspondence table. A second coefficient corresponding to the torque applied to the steering wheel by the driver is determined based on a preset ninth relation correspondence table; The initial output torque is determined based on the base output torque, the first coefficient, and the second coefficient.

13. The method according to claim 12, wherein, Determining the initial output torque based on the base output torque, the first coefficient, and the second coefficient includes: Determine the product of the first coefficient and the second coefficient; The initial output torque is obtained by multiplying the product by the base output torque.

14. A vehicle, wherein, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 13.

15. A computer-readable storage medium, wherein, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 13.

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