Vehicle motor control method and apparatus, vehicle, and storage medium

Abstract

The present application provides a vehicle motor control method and apparatus, a vehicle, and a storage medium. The method is applied to the technical field of motor control, and comprises: acquiring a rotation period of a steering actuator motor and output current variation information of the steering actuator motor; determining a duty cycle on the basis of the rotation period and the output current variation information; generating a pulse width modulation signal on the basis of the duty cycle and the rotation period; and adjusting a torque of a road-feel motor on the basis of the pulse width modulation signal.

Description

Vehicle motor control methods, devices, vehicles, and storage media

[0001] This application claims priority to Chinese Patent Application No. 202411951796.9, filed on December 27, 2024, entitled "Vehicle Motor Control Method, Apparatus, Vehicle and Storage Medium", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of motor control technology, and more specifically, to vehicle motor control methods, devices, vehicles, and storage media in the field of motor control technology. Background Technology

[0003] Traditional automotive steering systems, a technology long used in the automotive industry, primarily rely on mechanical connections to directly transmit driver input to the wheels. Simultaneously, road feedback (such as road smoothness and tire grip) is transmitted back to the steering wheel via mechanical connections, allowing the driver to intuitively perceive the vehicle's status. While this system is reliable and intuitive, it also has some drawbacks, such as limited response speed, difficulty in integrating advanced driver assistance functions, and low space utilization.

[0004] With the accelerating trend of automotive intelligence and electrification, steer-by-wire systems have emerged, marking a significant shift from traditional mechanical connections to electronic control. However, steer-by-wire eliminates the direct physical connection between the steering wheel and the wheels, making it difficult to transmit road conditions and road excitations to the steering wheel through traditional mechanical means, which may result in lower reliability and safety of vehicle driving. Summary of the Invention

[0005] This application provides a vehicle motor control method, device, vehicle, and storage medium. The method can reduce the probability of driving errors and accidents caused by dangerous road conditions, thereby improving the reliability and safety of vehicle driving.

[0006] In a first aspect, a vehicle motor control method is provided, applied to a vehicle, wherein the vehicle includes a steering actuator motor and a road feeler motor, the method comprising:

[0007] Obtain the rotation cycle of the aforementioned steering actuator motor and the output current variation information of the aforementioned steering actuator motor;

[0008] The duty cycle is determined based on the above rotation period and the above output current change information.

[0009] A pulse width modulation signal is generated based on the above duty cycle and the above rotation period;

[0010] The torque of the aforementioned road sensor motor is adjusted based on the pulse width modulation signal described above.

[0011] In the aforementioned first aspect of the technical solution, when changes in the road surface cause changes in the current of the steering actuator motor, the required pulse width modulation signal duty cycle is accurately calculated by acquiring the current change information and rotation cycle of the steering actuator motor in real time. This allows for timely adjustment of the torque output of the road feel motor, enabling the driver to perceive road conditions in real time. Timely road feel feedback helps the driver detect potential road changes more quickly, reducing the probability of driving errors and accidents caused by dangerous road conditions, thereby improving the reliability and safety of vehicle driving.

[0012] In some possible implementations, the generation of the pulse width modulation signal based on the duty cycle and the rotation period includes:

[0013] A timing event is generated based on the aforementioned rotation cycle;

[0014] The counting threshold is determined based on the duty cycle and rotation period described above.

[0015] A pulse width modulation signal is generated based on the aforementioned timing events and counting thresholds.

[0016] By using the technical solutions in the above possible implementations, and by generating timing events based on the rotation cycle, the generation of pulse width modulation signals can be kept in sync with the rotation of the steering actuator motor. This allows for the generation of pulse width modulation signals that match the rotation of the steering actuator motor, thereby improving the accuracy of subsequent control of the road feel motor based on the pulse width modulation signals.

[0017] In some possible implementations, the vehicle further includes a timer and a comparison register, wherein the generation of a pulse width modulation signal based on the timing event and the counting threshold includes:

[0018] The aforementioned timing event is executed using the aforementioned timer;

[0019] The stored value of the comparison register is continuously incremented during the execution of the timing event. When the stored value is less than the counting threshold, a high level is output. When the stored value is equal to the counting threshold, the current output state is switched. When the stored value is greater than the counting threshold, a low level is output to generate a pulse width modulation signal.

[0020] By employing the technical solutions described above in the possible implementation methods, the frequency and duty cycle of the pulse width modulation signal can be accurately controlled through the precise time interval generated by the timer, enabling relatively precise control of the torque of the road induction motor. Using a combination of a timer and a comparator register to generate the pulse width modulation signal avoids overly complex hardware design. Efficient pulse width modulation can be achieved by directly comparing the count value of the timer with the comparator register.

[0021] In some possible implementations, the vehicle further includes an inverter, wherein the torque adjustment of the road feeler motor based on the pulse width modulation signal includes:

[0022] A series of pulse width modulation signals are sent to the inverter, and the inverter is controlled to turn on and off its switching devices based on the multiple pulse width modulation signals to generate an AC signal corresponding to the pulse width modulation signal.

[0023] The aforementioned AC signal is sent to the aforementioned road sensor motor;

[0024] Control the aforementioned road sensor motor to output the target output current corresponding to the aforementioned AC signal;

[0025] The torque of the aforementioned road sensor motor is adjusted based on the target output current.

[0026] By employing the technical solutions described above in possible implementations, the duty cycle of the pulse width modulation signal can be used to precisely control the switching devices of the inverter, thereby regulating the average voltage of the AC signal. This directly affects the current output of the induction motor, and the target output current determines the torque of the induction motor. In this way, precise control of the motor's output torque can be achieved to adapt to different load requirements.

[0027] In some possible implementations, the control of the inverter is based on multiple pulse width modulation (PWM) signals to control the switching devices of the inverter to turn on and off, thereby generating an AC signal corresponding to the PWM signals, including:

[0028] For each of the aforementioned pulse width modulation signals, when the pulse width modulation signal is at a high level, the switching device of the inverter is controlled to turn on, and when the pulse width modulation signal is at a low level, the switching device of the inverter is controlled to turn off, so as to generate an AC signal corresponding to the pulse width modulation signal.

[0029] By using the technical solutions described above in the possible implementation methods, the power of the output AC signal can be precisely controlled by controlling the switching devices of the inverter through pulse width modulation signals.

[0030] In some possible implementations, the vehicle further includes a power source for powering the steering actuator motor, which includes a sensor, and the method further includes:

[0031] The rotational speed of the steering actuator motor is collected by the sensor in the steering actuator motor.

[0032] The rotation cycle of the steering actuator motor is determined based on the aforementioned rotation rate, the number of magnetic poles of the steering actuator motor, and the power supply frequency of the aforementioned power source.

[0033] By considering the rotational speed, number of magnetic poles, and power supply frequency of the steering actuator motor, the rotation cycle can be accurately calculated using the technical solutions described above. This approach incorporates the physical characteristics of the motor, resulting in a more precise and stable control strategy that can effectively adapt to different working environments and load conditions.

[0034] In some possible implementations, the adjustment of the torque of the road induction motor based on the target output current includes:

[0035] Obtain the initial output current of the aforementioned road sensor motor;

[0036] Compare the initial output current and the target output current mentioned above;

[0037] When the target output current is greater than the initial output current, the torque of the road sensor motor is increased.

[0038] When the target output current is less than the initial output current, the torque of the road sensor motor is reduced.

[0039] By employing the technical solutions described above in the possible implementation methods, and precisely adjusting the torque of the road-sensing motor, the vibration felt by the driver during vehicle operation can be reduced, resulting in a smoother driving experience. For example, on uneven roads, the system increases torque to cushion vibrations and reduce uncomfortable bouncing sensations. This adjustment mechanism allows the vehicle to adapt to different road conditions in real time, improving driving comfort and agility.

[0040] In a second aspect, a vehicle motor control device is provided, applied to a vehicle, the vehicle including a steering actuator motor and a road feeler motor, the device comprising:

[0041] The acquisition module is used to acquire the rotation cycle of the steering actuator motor and the output current change information of the steering actuator motor.

[0042] The first determining module is used to determine the duty cycle based on the above-mentioned rotation period and the above-mentioned output current change information;

[0043] The generation module is used to generate a pulse width modulation signal based on the duty cycle and the rotation period mentioned above.

[0044] The adjustment module is used to adjust the torque of the road sensor motor based on the pulse width modulation signal.

[0045] Thirdly, a vehicle is provided, including...

[0046] Steering actuator motor and road feel motor;

[0047] Memory, used to store executable program code;

[0048] A processor is configured to call and run the executable program code from the aforementioned memory, causing the vehicle to perform the method as described in the first aspect or any possible implementation thereof.

[0049] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0050] 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 methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0051] Figure 1 is a schematic diagram of the architecture of a vehicle motor control method provided in an embodiment of this application;

[0052] Figure 2 is a schematic flowchart of a vehicle motor control method provided in an embodiment of this application;

[0053] Figure 3 is a schematic diagram of a pulse width modulation signal generation process provided in an embodiment of this application;

[0054] Figure 4 is a flowchart illustrating a vehicle motor control method provided in an embodiment of this application;

[0055] Figure 5 is a flowchart illustrating a torque adjustment method for a road feel motor provided in an embodiment of this application;

[0056] Figure 6 is a schematic diagram of the structure of a vehicle motor control device provided in an embodiment of this application;

[0057] Figure 7 is a structural schematic diagram of a vehicle provided in an embodiment of this application. Embodiments of the present invention

[0058] 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.

[0059] 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.

[0060] Traditional automotive steering systems, a technology long used in the automotive industry, primarily rely on mechanical connections to directly transmit driver input to the wheels. Simultaneously, road feedback (such as road smoothness and tire grip) is transmitted back to the steering wheel via mechanical connections, allowing the driver to intuitively perceive the vehicle's status. While this system is reliable and intuitive, it also has some drawbacks, such as limited response speed, difficulty in integrating advanced driver assistance functions, and low space utilization.

[0061] With the accelerating trend of automotive intelligence and electrification, steer-by-wire systems have emerged, marking a significant shift from traditional mechanical connections to electronic control. However, steer-by-wire eliminates the direct physical connection between the steering wheel and the wheels, making it difficult to transmit road conditions and road excitations to the steering wheel through traditional mechanical means, which may result in lower reliability and safety of vehicle driving.

[0062] Therefore, this application provides a vehicle motor control method to solve the technical problem that the road conditions and road excitations are difficult to transmit to the steering wheel through mechanical means, which may lead to low reliability and safety of vehicle driving.

[0063] Figure 1 is a schematic diagram of the architecture of a vehicle motor control method provided in an embodiment of this application. As shown in Figure 1, this architecture is applied to a vehicle 100, which includes a steering actuator motor 110 and a road feeler motor 120. The steering actuator motor 110 executes steering commands, causing the vehicle's steering system to rotate according to the driver's input. The road feeler motor 120 can be mounted on the vehicle's steering column, applying assist torque to the steering column to assist the driver in controlling the steering wheel, making steering easier.

[0064] Optionally, the vehicle 100 may also include a controller (not shown in the figure), which is connected to the steering actuator motor 110 and the road feel motor 120 respectively, and is used to control the steering actuator motor 110 and the road feel motor 120.

[0065] Optionally, the controller can be used to perform the following vehicle motor control method: acquiring the rotation period of the steering actuator motor and the output current change information of the steering actuator motor; determining the duty cycle based on the rotation period and the output current change information; generating a pulse width modulation signal based on the duty cycle and the rotation period; and adjusting the torque of the road feel motor based on the pulse width modulation signal.

[0066] Optionally, the rotation cycle of the steering actuator motor is the time required for the steering actuator motor to complete one full rotation.

[0067] Optionally, adjusting the torque based on the pulse width modulation (PWM) signal will provide corresponding feedback. This is because the PWM signal controls the power output of the road feeler motor, which in turn affects the torque output of the road feeler motor. The magnitude of the torque directly affects the feedback force in the steering system. This feedback force is not only a direct reflection of the road feeler motor's output but is also closely related to factors such as road conditions, vehicle dynamics, and driver behavior. Through closed-loop control, the steering system can adjust the PWM signal in real time to optimize the driver's driving experience and improve handling precision and comfort.

[0068] An exemplary embodiment of this application provides a vehicle motor control method. This vehicle motor control method can be applied to the aforementioned controller. Specifically, please refer to FIG2, which exemplarily illustrates a flowchart of a vehicle motor control method provided in this embodiment. As shown in FIG2, the vehicle motor control method includes the following S21-S24:

[0069] S21. Obtain the rotation cycle of the steering actuator motor and the output current change information of the steering actuator motor.

[0070] The rotation cycle of the steering actuator motor is the time required for the steering actuator motor to complete one full rotation.

[0071] Optionally, the aforementioned output current variation information of the steering actuator motor refers to the change in the current at the output terminal of the steering actuator motor over a period of time, which can be used to characterize the operating state of the steering actuator motor, such as load changes, friction changes, etc. Specifically, it can include the waveform of the output current of the steering actuator motor.

[0072] Optionally, the output current of the steering actuator motor can be acquired by a current sensor. By acquiring the current over a period of time and converting the current signal into a standard analog signal (e.g., 4-20 mA), the output current change information of the steering actuator motor can be obtained. This output current change information can then be transmitted to the controller via a standard analog input port for subsequent processing.

[0073] Understandably, road conditions significantly impact vehicle dynamics during operation, especially when traversing different road surfaces (such as potholes, cracks, and gravel roads). These road surface irregularities directly excite the tires, affecting the vehicle's handling stability. Specifically, the excitation from uneven road surfaces not only affects the vehicle's suspension system and overall dynamic response but also directly alters the contact state between the tire and the road surface. Under these conditions, the tire deforms, particularly when in contact with irregular surfaces, potentially experiencing localized compression, stretching, or lateral displacement. This deformation not only changes the tire's load distribution but also affects its traction and rolling resistance, thus influencing the vehicle's driving characteristics. As tire deformation changes, the vehicle's steering actuator motor senses this change and generates current fluctuations. These current changes directly reflect the vehicle's dynamic changes under complex road conditions, such as tire deformation, load variations, and steering response. These current changes provide feedback to the steering system, helping it dynamically adjust torque output for more precise steering control.

[0074] S22. Determine the duty cycle based on the above rotation period and the above output current change information.

[0075] The duty cycle can be a ratio calculated based on the rotation period and output current change information, used to indicate the proportion of the high-level duration in the subsequently generated pulse width modulation signal to the entire period.

[0076] S23. Generate a pulse width modulation signal based on the duty cycle and rotation period described above.

[0077] Pulse width modulation (PWM) is an analog control method that modulates the bias of the base of a transistor or the gate of a metal-oxide-semiconductor field-effect transistor (MOS transistor) according to the change of the corresponding load, thereby changing the conduction time of the transistor or MOS transistor and thus changing the output of the switching power supply.

[0078] Optionally, high and low levels can be output periodically based on the duty cycle and rotation period to generate a pulse width modulation signal.

[0079] S24. Adjust the torque of the road sensor motor based on the pulse width modulation signal.

[0080] Adjusting torque based on the pulse width modulation (PWM) signal provides corresponding feedback. This is because the PWM signal controls the power output of the road sensor motor, which in turn affects the torque output of the road sensor motor. The magnitude of the torque directly impacts the feedback force in the steering system. This feedback force is not only a direct reflection of the road sensor motor's output but is also closely related to road conditions, vehicle dynamics, and driver behavior. Through closed-loop control, the steering system can adjust the PWM signal in real time to optimize the driver's driving experience and improve handling precision and comfort.

[0081] In this embodiment, the rotation cycle and output current variation information of the steering actuator motor are acquired; the duty cycle is determined based on the rotation cycle and output current variation information; a pulse width modulation (PWM) signal is generated based on the duty cycle and rotation cycle; and the torque of the road feel motor is adjusted based on the PWM signal. Therefore, when changes in the road surface cause changes in the steering actuator motor's current, the required PWM signal duty cycle can be accurately calculated by acquiring the current variation information and rotation cycle of the steering actuator motor in real time, thereby promptly adjusting the torque output of the road feel motor accordingly. This allows the driver to perceive road conditions in real time. Timely road feel feedback helps the driver detect potential road changes more quickly, reducing the probability of driving errors and accidents caused by dangerous road conditions, thus improving the reliability and safety of vehicle driving.

[0082] Optionally, in S22 above, determining the duty cycle based on the rotation period and the output current change information includes: determining the duty cycle based on the rotation period and the output current change information using the area equivalence principle.

[0083] The core idea of ​​the area equivalence principle is that when narrow pulses of equal impulse but different shapes are applied to a component with inertia, their effects are essentially the same; the impulse is the area of ​​the narrow pulse, and the essentially the same effect means that the output waveforms of the components are essentially the same. If we analyze the input waveforms using Fourier transform, their low-frequency bands are very similar, with only slight differences at high frequencies.

[0084] Specifically, assuming the output current of the steering actuator motor changes with time, the change in the current waveform can reflect the load change of the steering actuator motor. To achieve precise control of the steering actuator motor, the duty cycle can be determined by applying the area equivalence principle through the following steps:

[0085] Assuming that within one rotation cycle T, the output current of the steering actuator motor changes from I... minTo I max Changes. The total energy of the current waveform can be obtained by measuring or calculating its integral (area), let's assume the integral result of the current is A. I .

[0086] First, integrate the current waveform to obtain the total area of ​​the current waveform:

[0087]

[0088] Where I(t) is a function of the current of the steering actuator motor as a function of time, and T is the rotation period.

[0089] Similarly, the area of ​​a pulse width modulated (PWM) signal waveform is proportional to its duty cycle, so the area of ​​the PWM signal waveform can be expressed as:

[0090]

[0091] Where D is the duty cycle mentioned above, and V is the drive voltage of the steering actuator motor.

[0092] Based on the principle of area equivalence, by adjusting the duty cycle D, the area of ​​the current waveform can be increased. Area of ​​the pulse width modulation signal waveform Equal, which means:

[0093] ;

[0094] The duty cycle D can be calculated from the integral result of the current waveform using the above formula.

[0095] In this embodiment, precise control of the load changes of the steering actuator motor can be achieved by adjusting the duty cycle based on the integral of the output current waveform. The area equivalence principle enables precise motor control without requiring complex mathematical modeling and real-time calculations. By measuring the total area of ​​the current waveform and performing equivalent matching with the area of ​​the pulse width modulation signal, the required duty cycle can be quickly calculated, simplifying the motor control strategy and effectively improving control accuracy and efficiency.

[0096] Optionally, the vehicle also includes a power source for supplying power to the steering actuator motor.

[0097] Optionally, the aforementioned steering actuator motor includes a sensor.

[0098] Optionally, when the vehicle includes a power source and the steering actuator motor includes a sensor, the method further includes steps S201-S202 for determining the rotation cycle:

[0099] S201. The rotational speed of the steering actuator motor is collected by the sensor in the steering actuator motor.

[0100] Optionally, the sensor in the steering actuator motor can be any one or more of the following sensors: rotary encoder, Hall sensor, magnetic sensor, accelerometer, and gyroscope.

[0101] Optionally, the vehicle may also include a frequency converter. When the vehicle includes a frequency converter, the sensor in the steering actuator motor can be a current sensor. The current sensor collects the output current of the steering actuator motor and converts the output current signal into a standard analog signal, which is then sent to the frequency converter. After receiving the analog signal, the frequency converter calculates the rotational speed of the steering actuator motor based on the analog signal. Because the current signal is closely related to the load and rotational speed of the steering actuator motor, the frequency converter can calculate the current actual rotational speed of the steering actuator motor by analyzing the current signal.

[0102] S202. The rotation cycle of the steering actuator motor is determined based on the rotation rate, the number of magnetic poles of the steering actuator motor, and the power supply frequency of the power source.

[0103] The number of magnetic poles refers to the total number of magnetic poles on the motor rotor. The motor rotor consists of permanent magnets or electromagnetic coils, and these magnetic poles are arranged alternately to generate a magnetic field. The number of magnetic poles in a motor is usually even.

[0104] Optionally, in S202, the rotation cycle of the steering actuator motor is determined based on the rotation rate, the number of magnetic poles of the steering actuator motor, and the power supply frequency of the power source, including S2021-S2023:

[0105] S2021. Half of the above number of magnetic poles is determined as the number of pole pairs.

[0106] S2022. The rotation frequency of the steering actuator motor is determined based on the above rotation rate, the above number of pole pairs and the above power supply frequency.

[0107] Specifically, the rotational frequency f of the steering actuator motor can be expressed as:

[0108] f = n × p / 60

[0109] Wherein, the unit of rotational frequency f is Hertz (Hz), p represents the number of pole pairs, and n represents the rotational speed (revolutions per minute).

[0110] S2023. Determine the rotation cycle of the steering actuator motor based on the above rotation frequency.

[0111] The rotation period of the steering actuator motor is the reciprocal of the aforementioned rotation frequency, that is, the rotation period T of the steering actuator motor can be expressed as:

[0112] T = 60 / (n×p)

[0113] In this embodiment, the rotation cycle can be accurately calculated by considering the rotational speed, number of magnetic poles, and power supply frequency of the steering actuator motor. This approach combines the physical characteristics of the motor, making the control strategy more precise and stable, and effectively adapting to different working environments and load conditions.

[0114] Optionally, in S23 above, a pulse width modulation signal is generated based on the duty cycle and the rotation period, including S231-S233:

[0115] S231. Generate a timing event based on the above rotation cycle.

[0116] Among them, the timing event is an event triggered based on the rotation cycle and is used to control the generation of the pulse width modulation signal. Specifically, the timing event can be used to control the generation cycle of the pulse width modulation signal. For example, the timing event can be responsible for completing a high-low level switch once in each rotation cycle. If the rotation cycle is 1 second, the timing event will be triggered once every 1 second, thus making the generation cycle of the pulse width modulation signal 1 second.

[0117] S232. Determine the counting threshold based on the duty cycle and rotation period mentioned above.

[0118] The counting threshold refers to a preset value used to determine how the pulse width modulation signal should be generated when a timing event occurs.

[0119] Optionally, in S232, determining the counting threshold based on the duty cycle and the rotation period includes: determining the product of the duty cycle and the rotation period as the counting threshold.

[0120] S233. Generate a pulse width modulation signal based on the above timing events and the above counting threshold.

[0121] Optionally, the timing event causes the pulse width modulation signal to be generated stably according to a predetermined period (i.e., rotation period), while the counting threshold determines the frequency of the pulse width modulation signal.

[0122] In this embodiment, by generating timing events based on the rotation cycle, the generation of pulse width modulation signals can be kept consistent with the rotation of the steering actuator motor. This allows for the generation of pulse width modulation signals that match the rotation of the steering actuator motor, thereby improving the accuracy of subsequent control of the road feel motor based on the pulse width modulation signals.

[0123] Optionally, the vehicle may further include a timer and a comparison register. In S233, the generation of a pulse width modulation signal based on the timing event and the counting threshold includes S2331-S2332:

[0124] S2331. Execute the above timing event using the above timer.

[0125] A timer is a timing tool in hardware or software used to generate precise time intervals. In this embodiment, the timer generates timing events based on the rotation period.

[0126] S2332. Control the stored value of the comparison register to continuously increase during the execution of the timing event. When the stored value is less than the counting threshold, output a high level. When the stored value is equal to the counting threshold, switch the current output state. When the stored value is greater than the counting threshold, output a low level to generate a pulse width modulation signal.

[0127] The compare register is a register used to store a value and compare it with the timer's count value. It can be configured within the timer to set a count threshold. When the timer's count value is compared with this threshold, an appropriate operation is performed (such as deciding whether to output a high or low level). The value stored in the compare register increases in fixed steps.

[0128] Optionally, when the stored value equals the counting threshold, the state of the pulse width modulation signal will switch, i.e., switch between high and low levels. For example, if the previous output was high, the output will be low after the switch; if the previous output was low, the output will be high after the switch. The duty cycle value determines the proportion of the rotation cycle that is high.

[0129] Figure 3 is a schematic diagram of a pulse width modulation signal generation process provided by an exemplary embodiment of this application. As shown in Figure 3, T is the rotation period, j is the maximum count value of the timing event, that is, within the rotation period T, the timer continuously increments from 0 to j in fixed steps, and i represents the counting threshold. When the stored value in the comparison register is less than the counting threshold i, a high level (1) is output; when the stored value is equal to the counting threshold i, the current output state is switched; when the stored value is greater than the counting threshold i, a low level (0) is output. Since the timer continuously increments and compares within the rotation period T, the output signal will periodically switch between high and low levels, forming a stable pulse width modulation signal.

[0130] In this embodiment, the precise time interval generated by the timer allows for accurate control of the frequency and duty cycle of the pulse width modulation signal, enabling precise torque control of the road induction motor. Utilizing a combination of a timer and a comparator register to generate the pulse width modulation signal avoids overly complex hardware design. Directly comparing the pulse width modulation signal with the timer's count value via the comparator register achieves efficient pulse width modulation.

[0131] Optionally, the vehicle also includes an inverter, which is a device that converts direct current (DC) to alternating current (AC). The inverter may contain multiple switching devices (such as transistors).

[0132] Optionally, if the vehicle includes an inverter, in the above-described S24, the adjustment of the torque of the road feeler motor based on the pulse width modulation signal includes S241-S244:

[0133] S241. A series of pulse width modulation signals are sent to the inverter, and the inverter is controlled to turn on and off its switching devices based on the multiple pulse width modulation signals, so as to generate an AC signal corresponding to the pulse width modulation signal.

[0134] Optionally, switching devices turning on means forming a closed path in the circuit, allowing current to flow; while switching devices turning off means the circuit is broken and current no longer flows. In an inverter, switching devices control the conduction and interruption of current, determining the waveform and frequency of the alternating current.

[0135] Optionally, in S241, controlling the inverter to turn on and off its switching devices based on multiple pulse width modulation signals to generate an AC signal corresponding to the pulse width modulation signal includes:

[0136] For each of the aforementioned pulse width modulation signals, when the pulse width modulation signal is at a high level, the switching device of the inverter is controlled to turn on, and when the pulse width modulation signal is at a low level, the switching device of the inverter is controlled to turn off, so as to generate an AC signal corresponding to the pulse width modulation signal.

[0137] Understandably, by controlling the switching devices to turn on and off, the inverter can ultimately generate an AC waveform corresponding to the pulse width modulation signal. For example, if the duty cycle of the pulse width modulation signal is high, the average voltage of the AC is higher; if the duty cycle is low, the average voltage of the AC is lower.

[0138] The duty cycle of the pulse width modulation signal determines the conduction time of the switching device within one cycle. Therefore, by controlling the on and off of the inverter switching device through the pulse width modulation signal, the power of the output AC signal can be precisely controlled.

[0139] S242. Send the above-mentioned AC signal to the above-mentioned road sensor motor.

[0140] S243. Control the above-mentioned road sensor motor to output the target output current corresponding to the above-mentioned AC signal.

[0141] Optionally, the induction motor will output a corresponding current based on the received AC signal. The target output current is the current required by the induction motor.

[0142] S244. Adjust the torque of the aforementioned road sensor motor based on the target output current.

[0143] As can be understood, the duty cycle is the ratio of the high-level time of the pulse-width modulation (PWM) signal output to the total time of the cycle. For example, a 50% duty cycle means that the PWM signal is at a high level for half the time and at a low level for the other half of the cycle. A larger duty cycle means a longer high-level phase, resulting in a higher average target output current, and thus more electrical energy for the motor. Conversely, a smaller duty cycle means a shorter low-level phase, resulting in a lower average target output current and relatively less electrical energy for the motor.

[0144] The magnitude of the target output current directly affects the torque of the induction motor. Generally, the larger the target output current, the greater the torque of the induction motor. Therefore, by controlling the magnitude of the target output current, the torque of the induction motor can be precisely controlled, thereby achieving precise motor control.

[0145] In this embodiment, the duty cycle of the pulse width modulation signal can be used to precisely control the switching devices of the inverter, thereby adjusting the average voltage of the AC signal. This directly affects the current output of the induction motor, and the target output current determines the torque of the induction motor. In this way, precise control of the motor's output torque can be achieved to adapt to different load requirements.

[0146] Optionally, in S244, the torque of the road sensor motor is adjusted based on the target output current, including S2441-S2444:

[0147] S2441. Obtain the initial output current of the aforementioned road sensor motor.

[0148] The initial output current of the road sensor motor is the output current before the pulse width modulation signal is generated. Optionally, the initial output current can be obtained through a current sensor or a feedback system. This current value can be regarded as the current operating state of the road sensor motor and used as a reference for subsequent control decisions.

[0149] S2442. Compare the initial output current and the target output current.

[0150] The comparison between the initial output current and the target output current is to determine the difference between the current output current and the target output current, thereby deciding whether the motor torque needs to be adjusted.

[0151] S2443. When the target output current is greater than the initial output current, control the torque of the road sensor motor to increase.

[0152] S2444. When the target output current is less than the initial output current, control the torque of the road sensor motor to decrease.

[0153] Optionally, the output current of the road sensor motor can be proportional to its torque. If the vehicle encounters a significantly uneven road surface, the load on the road sensor motor increases, the output current rises, and the torque of the road sensor motor will increase accordingly to adapt to the new load change. Conversely, when the load on the road sensor motor decreases, the current of the road sensor motor will also decrease, and the torque will decrease accordingly.

[0154] In this embodiment, by precisely adjusting the torque of the road-sensing motor, the vibration felt by the driver during vehicle operation can be reduced, resulting in a smoother driving experience. For example, on uneven roads, the system increases torque to cushion vibrations and reduce uncomfortable bouncing sensations. This adjustment mechanism allows the vehicle to adapt to different road conditions in real time, improving driving comfort and agility.

[0155] Please refer to Figure 4, which is a flowchart illustrating a vehicle motor control method provided in an embodiment of this application.

[0156] As shown in Figure 4, the vehicle motor control method may include at least S401-S409:

[0157] S401. Obtain the rotation cycle of the steering actuator motor and the output current change information of the steering actuator motor.

[0158] S402. Determine the duty cycle based on the rotation period and output current change information.

[0159] Optionally, the specific steps of S401-S402 are the same as those of S21-S22 above, and will not be repeated here.

[0160] S403. Generate timing events based on the rotation cycle, and determine the counting threshold based on the duty cycle and the aforementioned rotation cycle.

[0161] S404, Execute timing events via a timer.

[0162] S405: The stored value of the control comparison register is continuously incremented during the execution of the timing event. When the stored value is less than the counting threshold, a high level is output. When the stored value is equal to the counting threshold, the current output state is switched. When the stored value is greater than the counting threshold, a low level is output to generate a pulse width modulation signal.

[0163] Optionally, the specific steps of S403-S405 are the same as those of S231-S233 above, and will not be repeated here.

[0164] S406. Send multiple consecutive pulse width modulation signals to the inverter, and control the inverter to turn on and off the switching devices of the inverter based on the multiple pulse width modulation signals, thereby generating AC signals corresponding to the pulse width modulation signals.

[0165] S407, Send AC signal to the road sensor motor.

[0166] S408 controls the target output current corresponding to the AC signal output by the road sensor motor.

[0167] S409. Adjust the torque of the road feel motor based on the target output current.

[0168] Optionally, the specific steps of S406-S409 are the same as those of S241-S244 above, and will not be repeated here.

[0169] Furthermore, as shown in Figure 5, the adjustment of the torque of the road sense motor based on the target output current in S409 above may specifically include the following S501-S505:

[0170] S501, Obtain the initial output current of the road sensor motor.

[0171] S502. Determine whether the target output current is equal to the initial output current. If yes, end the adjustment process; otherwise, execute S503.

[0172] S503. Determine whether the target output current is greater than the initial output current. If yes, proceed to S504; otherwise, proceed to S505.

[0173] S504, controls the torque of the road feel motor to increase.

[0174] S505, controls the torque of the road feel motor to decrease.

[0175] Therefore, by acquiring information on changes in the output current of the steering actuator motor, changes in the motor load can be monitored in real time, allowing for adjustments to the output current and torque of the road feel motor based on road conditions. For example, in uneven road conditions, appropriately increasing or decreasing the motor torque allows for more flexible responses to sudden road changes, preventing instability or loss of control due to excessive road surface variations. During adjustment, the comparison between the target output current and the initial output current determines whether torque needs to be increased or decreased, providing precise adjustment and avoiding over-response or under-response. Precise torque adjustment on uneven roads or when obstacles are present makes the vehicle's steering system smoother, reducing vibration or unnecessary steering errors, improving driving comfort, safety, and stability.

[0176] Optionally, the above method further includes: determining the torque adjustment amount of the road sensor motor based on the initial output current and the target output current, and then adjusting the torque of the road sensor motor based on the torque adjustment amount.

[0177] It is understandable that the output current of the road sensor motor is proportional to the torque. By determining the change in the output current of the road sensor motor, the corresponding change in torque can be calculated.

[0178] In some embodiments, when the target output current is greater than the initial output current, the torque adjustment of the road feel motor can be calculated using the following formula:

[0179]

[0180] in, K represents the torque adjustment amount (torque increase amount), and K is a constant of the road feel motor (which can be determined by the road feel motor parameters). It is the target output current. This is the initial output current.

[0181] In other embodiments, when the target output current is less than the initial output current, the torque adjustment of the road feel motor can be calculated using the following formula:

[0182]

[0183] in, K represents the torque adjustment amount (torque reduction amount), and K is a constant of the road feel motor (which can be determined by the road feel motor parameters). It is the target output current. This is the initial output current.

[0184] In this embodiment, by adjusting the torque of the road sensor motor in real time based on changes in its output current, it can accurately respond to different driving conditions and road surface conditions (such as potholes, cracks, gravel roads, etc.). The proportionality between the output current and torque of the road sensor motor makes torque adjustment simple and precise, avoiding over-adjustment or under-adjustment, and effectively improving the accuracy of the road sensor motor torque adjustment.

[0185] Please refer to Figure 6, which is a structural block diagram of a vehicle motor control device according to an embodiment of this application. The vehicle motor control device is applied to a vehicle, which includes a steering actuator motor and a road feel motor. As shown in Figure 6, the vehicle motor control device 600 includes:

[0186] The acquisition module 601 is used to acquire the rotation cycle of the steering actuator motor and the output current change information of the steering actuator motor.

[0187] The first determining module 602 is used to determine the duty cycle based on the above-mentioned rotation period and the above-mentioned output current change information;

[0188] The generation module 603 is used to generate a pulse width modulation signal based on the duty cycle and the rotation period mentioned above.

[0189] The adjustment module 604 is used to adjust the torque of the road sensor motor based on the pulse width modulation signal.

[0190] In some embodiments, the generation module 603 includes:

[0191] The first generation unit is used to generate timing events based on the aforementioned rotation cycle;

[0192] A determining unit is used to determine a counting threshold based on the duty cycle and the rotation period mentioned above.

[0193] The second generation unit is used to generate a pulse width modulation signal based on the aforementioned timing event and the aforementioned counting threshold.

[0194] In some embodiments, the vehicle further includes a timer and a comparison register, and the second generation unit includes:

[0195] An execution subunit is used to execute the aforementioned timing event via the aforementioned timer;

[0196] The first control subunit is used to control the stored value of the comparison register to continuously increase during the execution of the timing event. When the stored value is less than the counting threshold, it outputs a high level. When the stored value is equal to the counting threshold, it switches the current output state. When the stored value is greater than the counting threshold, it outputs a low level to generate a pulse width modulation signal.

[0197] In some embodiments, the vehicle further includes an inverter, and the adjustment module 604 includes:

[0198] The first control unit is used to send a series of pulse width modulation signals to the inverter and control the inverter to turn on and off the switching devices of the inverter based on the multiple pulse width modulation signals, so as to generate an AC signal corresponding to the pulse width modulation signal.

[0199] The transmitting unit is used to transmit the aforementioned AC signal to the aforementioned road sensor motor;

[0200] The second control unit is used to control the road sensor motor to output the target output current corresponding to the AC signal;

[0201] The adjustment unit is used to adjust the torque of the road induction motor based on the target output current.

[0202] In some embodiments, the first control unit includes:

[0203] The second control subunit is configured to, for each of the plurality of pulse width modulation signals, control the switching device of the inverter to turn on when the pulse width modulation signal is in a high-level phase, and control the switching device of the inverter to turn off when the pulse width modulation signal is in a low-level phase, so as to generate an AC signal corresponding to the pulse width modulation signal.

[0204] In some embodiments, the vehicle further includes a power source for supplying power to the steering actuator motor, the steering actuator motor including a sensor, and the device 600 further includes:

[0205] The acquisition module is used to acquire the rotational speed of the steering actuator motor through the sensor in the steering actuator motor.

[0206] The second determining module is used to determine the rotation cycle of the steering actuator motor based on the rotation rate, the number of magnetic poles of the steering actuator motor, and the power supply frequency of the power source.

[0207] In some embodiments, the adjustment module 604 includes:

[0208] The acquisition unit is used to acquire the initial output current of the aforementioned road sensor motor;

[0209] The comparison unit is used to compare the initial output current and the target output current.

[0210] The third control unit is used to control the torque of the road sensor motor to increase when the target output current is greater than the initial output current.

[0211] The fourth control unit is used to control the torque reduction of the road sensor motor when the target output current is less than the initial output current.

[0212] 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.

[0213] It should be understood that the device provided in this embodiment is used to execute the above-described vehicle motor control method, and therefore can achieve the same effect as the above-described implementation method.

[0214] 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.

[0215] 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.

[0216] 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 vehicle motor control method provided in the above embodiments.

[0217] Please refer to Figure 7, which is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. As shown in Figure 7, the vehicle 700 may include: at least one vehicle processor 701, at least one network interface 704, a user interface 703, a memory 705, at least one communication bus 702, a steering actuator motor 706, and a road feel motor 707.

[0218] The communication bus 702 is used to enable communication between these components.

[0219] The user interface 703 may include a display screen and a camera. Optionally, the user interface 703 may also include a standard wired interface and a wireless interface.

[0220] The network interface 704 may optionally include a standard wired interface or a wireless interface (such as a Wi-Fi interface).

[0221] The vehicle processor 701 may include one or more processing cores. The vehicle processor 701 connects to various parts within the vehicle 700 using various interfaces and lines, and performs various functions and processes data by running or executing instructions, programs, code sets, or instruction sets stored in memory 705, and by calling data stored in memory 705. Optionally, the vehicle processor 701 may be implemented using at least one hardware form selected from Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), and Programmable Logic Array (PLA). The vehicle processor 701 may integrate one or a combination of several of the following: Central Processing Unit (CPU), Graphics Processing Unit (GPU), and modem. The CPU primarily handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing the content required for display; and the modem handles wireless communication. It is understood that the modem may also be implemented as a separate chip without being integrated into the vehicle processor 701.

[0222] The memory 705 may include random access memory (RAM) or read-only memory (ROM). Optionally, the memory 705 may include a non-transitory computer-readable storage medium. The memory 705 may be used to store instructions, programs, code, code sets, or instruction sets. The memory 705 may include a program storage area and a data storage area. The program storage area may store instructions for implementing an operating system, instructions for at least one function (such as touch function, sound playback function, image playback function, etc.), instructions for implementing the above-described method embodiments, etc.; the data storage area may store data involved in the above-described method embodiments, etc. Optionally, the memory 705 may also be at least one storage device located remotely from the aforementioned vehicle processor 701. As shown in FIG7, the memory 705, as a computer storage medium, may include an operating system, a network communication module, a user interface module, and a vehicle motor control program.

[0223] In the vehicle 700 shown in Figure 7, the user interface 703 is mainly used to provide an input interface for the user and to obtain the user input data; while the vehicle processor 701 can be used to call the vehicle motor control program stored in the memory 705 and specifically perform the following operations:

[0224] Obtain the rotation cycle of the aforementioned steering actuator motor and the output current variation information of the aforementioned steering actuator motor;

[0225] The duty cycle is determined based on the above rotation period and the above output current change information.

[0226] A pulse width modulation signal is generated based on the above duty cycle and the above rotation period;

[0227] The torque of the aforementioned road sensor motor is adjusted based on the pulse width modulation signal described above.

[0228] In some embodiments, when the vehicle processor 701 generates a pulse width modulation signal based on the duty cycle and the rotation period, it specifically performs the following steps:

[0229] A timing event is generated based on the aforementioned rotation cycle;

[0230] The counting threshold is determined based on the duty cycle and rotation period described above.

[0231] A pulse width modulation signal is generated based on the aforementioned timing events and counting thresholds.

[0232] In some embodiments, the vehicle further includes a timer and a comparison register. When the vehicle processor 701 generates a pulse width modulation signal based on the timing event and the counting threshold, it specifically performs the following steps:

[0233] The aforementioned timing event is executed using the aforementioned timer;

[0234] The stored value of the comparison register is continuously incremented during the execution of the timing event. When the stored value is less than the counting threshold, a high level is output. When the stored value is equal to the counting threshold, the current output state is switched. When the stored value is greater than the counting threshold, a low level is output to generate a pulse width modulation signal.

[0235] In some embodiments, the vehicle further includes an inverter, and when the vehicle processor 701 performs the above-mentioned adjustment of the torque of the road feel motor based on the above-mentioned pulse width modulation signal, it specifically performs the following steps:

[0236] A series of pulse width modulation signals are sent to the inverter, and the inverter is controlled to turn on and off its switching devices based on the multiple pulse width modulation signals to generate an AC signal corresponding to the pulse width modulation signal.

[0237] The aforementioned AC signal is sent to the aforementioned road sensor motor;

[0238] Control the aforementioned road sensor motor to output the target output current corresponding to the aforementioned AC signal;

[0239] The torque of the aforementioned road sensor motor is adjusted based on the target output current.

[0240] In some embodiments, the vehicle processor 701, when executing the above-mentioned control of the inverter to turn on and off based on multiple pulse width modulation signals to generate an AC signal corresponding to the pulse width modulation signal, specifically performs the following steps:

[0241] For each of the aforementioned pulse width modulation signals, when the pulse width modulation signal is at a high level, the switching device of the inverter is controlled to turn on, and when the pulse width modulation signal is at a low level, the switching device of the inverter is controlled to turn off, so as to generate an AC signal corresponding to the pulse width modulation signal.

[0242] In some embodiments, the vehicle further includes a power source for supplying power to the steering actuator motor, the steering actuator motor including a sensor, and the processor 701 is further configured to perform:

[0243] The rotational speed of the steering actuator motor is collected by the sensor in the steering actuator motor.

[0244] The rotation cycle of the steering actuator motor is determined based on the aforementioned rotation rate, the number of magnetic poles of the steering actuator motor, and the power supply frequency of the aforementioned power source.

[0245] In some embodiments, when the vehicle processor 701 performs the above-mentioned adjustment of the torque of the road feel motor based on the target output current, it specifically executes the following steps:

[0246] Obtain the initial output current of the aforementioned road sensor motor;

[0247] Compare the initial output current and the target output current mentioned above;

[0248] When the target output current is greater than the initial output current, the torque of the road sensor motor is increased.

[0249] When the target output current is less than the initial output current, the torque of the road sensor motor is reduced.

[0250] 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 the vehicle motor control method provided in the above embodiment.

[0251] 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 vehicle motor control method provided in the above embodiment.

[0252] 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.

[0253] 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.

[0254] 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.

[0255] 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 vehicle motor control method, wherein, Applied to a vehicle, the vehicle including a steering actuator motor and a road feeler motor, the method includes: The rotation cycle of the steering actuator motor and the output current change information of the steering actuator motor are obtained. The rotation cycle of the steering actuator motor is the time required for the steering actuator motor to complete one full rotation. The duty cycle is determined based on the rotation period and the output current change information; A pulse width modulation signal is generated based on the duty cycle and the rotation period; The torque of the road sensor motor is adjusted based on the pulse width modulation signal.

2. The method according to claim 1, wherein, The generation of the pulse width modulation signal based on the duty cycle and the rotation period includes: A timing event is generated based on the rotation period; The counting threshold is determined based on the duty cycle and the rotation period; A pulse width modulation signal is generated based on the timing event and the counting threshold.

3. The method according to claim 2, wherein, The vehicle also includes a timer and a comparison register, and the generation of a pulse width modulation signal based on the timing event and the counting threshold includes: The timing event is executed through the timer; The stored value of the comparison register is continuously incremented during the execution of the timing event. When the stored value is less than the counting threshold, a high level is output. When the stored value is equal to the counting threshold, the current output state is switched. When the stored value is greater than the counting threshold, a low level is output to generate a pulse width modulation signal.

4. The method according to claim 1, wherein, The vehicle also includes an inverter, and the adjustment of the torque of the road feeler motor based on the pulse width modulation signal includes: A series of pulse width modulation signals are sent to the inverter, and the inverter is controlled to turn on and off its switching devices based on the multiple pulse width modulation signals, so as to generate an AC signal corresponding to the pulse width modulation signal. The AC signal is sent to the road sensor motor; Control the road sensor motor to output the target output current corresponding to the AC signal; The torque of the road sensor motor is adjusted based on the target output current.

5. The method according to claim 4, wherein, The control of the inverter based on multiple pulse width modulation signals to control the switching devices of the inverter to turn on and off, in order to generate an AC signal corresponding to the pulse width modulation signal, includes: For each of the multiple pulse width modulation signals, when the pulse width modulation signal is in a high-level phase, the switching device of the inverter is controlled to turn on, and when the pulse width modulation signal is in a low-level phase, the switching device of the inverter is controlled to turn off, so as to generate an AC signal corresponding to the pulse width modulation signal.

6. The method according to claim 1, wherein, The vehicle also includes a power source for powering the steering actuator motor, the steering actuator motor including a sensor, and the method further includes: The rotational speed of the steering actuator motor is collected by a sensor in the steering actuator motor; The rotation cycle of the steering actuator motor is determined based on the rotation rate, the number of magnetic poles of the steering actuator motor, and the power supply frequency.

7. The method according to claim 4, wherein, The adjustment of the torque of the road sensor motor based on the target output current includes: Obtain the initial output current of the road sensor motor; The initial output current and the target output current are compared; When the target output current is greater than the initial output current, the torque of the road sensor motor is increased. When the target output current is less than the initial output current, the torque of the road sensor motor is reduced.

8. The method according to claim 1, wherein, The output current change information of the steering actuator motor refers to the change in the current at the output terminal of the steering actuator motor, which is used to characterize the working state of the steering actuator motor.

9. The method according to claim 6, wherein, The sensor in the steering actuator motor is any one or more of the following: rotary encoder, Hall sensor, magnetic sensor, accelerometer, and gyroscope.

10. The method according to claim 6, wherein, The vehicle includes a frequency converter, and the sensor in the steering actuator motor is a current sensor; The step of acquiring the rotational speed of the steering actuator motor through a sensor in the steering actuator motor includes: The current sensor collects the output current of the steering actuator motor, converts the output current signal into a standard analog signal, and then sends the analog signal to the frequency converter. The inverter receives the analog signal and calculates the rotation speed of the steering actuator motor based on the analog signal.

11. The method according to claim 2, wherein, The step of determining the counting threshold based on the duty cycle and the rotation period includes: The product of the duty cycle and the rotation period is determined as the counting threshold.

12. The method according to claim 7, wherein, The initial output current is the output current before the pulse width modulation signal is generated, and the initial output current is obtained through a current sensor or feedback system.

13. The method according to claim 1, wherein, The vehicle also includes a power source for supplying power to the steering actuator motor.

14. A vehicle, wherein, The vehicles include: Steering actuator motor and road feel motor; 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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