Friction compensation method, device and equipment for steer-by-wire system and vehicle

Abstract

The invention provides a friction compensation method, device and equipment of a steer-by-wire system and a vehicle. Relates to the technical field of vehicle steering systems. The method comprises the steps that the dynamic friction torque of a steering wheel is obtained, and the dynamic friction torque is the friction torque enabling the steering wheel to rotate at a constant speed when a vehicle is in a target state such as a power-on synchronous state or a power-off return state; then, according to at least one steering wheel rotating speed, at least one static friction torque and a dynamic friction torque of the vehicle in the historical time period, a friction torque curve used for representing the corresponding relation between the friction torque and the steering wheel rotating speed is generated, and friction compensation is conducted on the output torque of the road feeling motor based on the friction torque curve. The method is used for adapting to changes of friction force under different driving conditions so as to ensure that a driver always obtains consistent and excellent steering hand feeling, and therefore the overall driving experience is improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle steering systems, and in particular to a friction compensation method, device, equipment and vehicle for a wire-controlled steering system. Background Art

[0002] With the rapid development of the automobile industry, the trend of vehicle intelligence and electrification is becoming increasingly prominent. As one of the important technologies, the wire-controlled steering system is gradually replacing the traditional mechanical steering system. The wire-controlled steering system controls the steering angle of the wheel through electronic signals and electric actuators, eliminating the direct mechanical connection between the steering wheel and the wheel, thereby greatly improving the flexibility and safety of vehicle control.

[0003] Although the steer-by-wire system has significant advantages in improving vehicle performance, its implementation relies on the precise coordination of electronic and mechanical components. In this process, the friction in the system becomes a factor that cannot be ignored. In the prior art, the steer-by-wire system usually uses a preset fixed friction torque compensation value to offset the influence of friction.

[0004] However, since friction will change due to factors such as component wear and temperature changes, using a fixed friction torque compensation value will often cause the driver to feel inconsistent when steering, thus affecting the overall driving experience. Summary of the invention

[0005] The present application provides a friction compensation method, device, equipment and vehicle for a wire-controlled steering system, which are used to improve the inconsistent hand feel of the driver when steering, thereby enhancing the overall driving experience.

[0006] In a first aspect, the present application provides a friction compensation method for a steer-by-wire system, comprising:

[0007] Acquire a dynamic friction torque of the steering wheel, where the dynamic friction torque is the friction torque that causes the steering wheel to rotate at a constant speed when the vehicle is in a target state, where the target state includes a power-on synchronization state or a power-off return state;

[0008] generating a friction torque curve according to at least one steering wheel speed, at least one static friction torque, and the dynamic friction torque of the vehicle in a historical period, wherein the friction torque curve is used to represent a corresponding relationship between the friction torque and the steering wheel speed;

[0009] Based on the friction torque curve, friction compensation is performed on the output torque of the road sensing motor.

[0010] In a possible implementation manner, performing friction compensation on the output torque of the road sensing motor based on the friction torque curve includes:

[0011] querying the friction torque curve according to the current steering wheel speed of the vehicle to determine the initial friction torque;

[0012] Calculating a target friction torque according to the current speed of the vehicle, the current steering torque of the steering wheel, and the initial friction torque;

[0013] According to the target friction torque, friction compensation is performed on the output torque of the road sensing motor.

[0014] In a possible implementation manner, the target friction torque is calculated according to the current vehicle speed, the current steering torque of the steering wheel, and the initial friction torque, including:

[0015] Determining, according to the current vehicle speed, a first friction coefficient corresponding to the current vehicle speed through a first mapping relationship, wherein the first mapping relationship is used to indicate a corresponding relationship between the vehicle speed and the first friction coefficient;

[0016] According to the current steering torque of the steering wheel, determining a second friction coefficient corresponding to the current steering torque through a second mapping relationship, wherein the second mapping relationship is used to indicate a corresponding relationship between the steering torque and the second friction coefficient;

[0017] The product of the first friction coefficient, the second friction coefficient, and the initial friction torque is determined as the target friction torque.

[0018] In a possible implementation, the method further includes:

[0019] According to a pre-selected power steering level, the target friction torque is optimized to obtain an optimized target friction torque;

[0020] Correspondingly, performing friction compensation on the output torque of the road sensing motor according to the target friction torque includes:

[0021] According to the optimized target friction torque, friction compensation is performed on the output torque of the road sensing motor.

[0022] In a possible implementation manner, obtaining the dynamic friction torque of the steering wheel includes:

[0023] According to a preset torque curve, the torque applied to the steering wheel is adjusted, and the steering wheel rotation speed is detected;

[0024] When the steering wheel rotates at a uniform speed and the rotation speed is stable, the dynamic friction torque is obtained according to the torque applied to the steering wheel.

[0025] In a possible implementation manner, obtaining the dynamic friction torque according to the torque applied to the steering wheel includes:

[0026] When the number of effective torques applied to the steering wheel reaches a preset number, an average value of all effective torques is determined as the dynamic friction torque to be selected, wherein the effective torque includes the torque applied when the steering wheel is rotating at a constant speed and the speed is stable;

[0027] If the selected dynamic friction torque is greater than a first preset threshold value and less than a second preset threshold value, the selected dynamic friction torque is determined as the dynamic friction torque;

[0028] If the selected dynamic friction torque is equal to the first preset threshold or equal to the second preset threshold, determining the selected dynamic friction torque as the dynamic friction torque;

[0029] Among them, the first preset threshold is smaller than the second preset threshold.

[0030] In a possible implementation, the method further includes:

[0031] If the to-be-selected dynamic friction torque is smaller than the first preset threshold, or larger than the second preset threshold, the dynamic friction torque result of the vehicle in the previous initial state is determined as the dynamic friction torque.

[0032] In a second aspect, the present application provides a friction compensation device for a steer-by-wire system, comprising:

[0033] A first processing module is used to obtain a dynamic friction torque of the steering wheel, wherein the dynamic friction torque is a friction torque that causes the steering wheel to rotate at a constant speed when the vehicle is in a target state, wherein the target state includes a power-on synchronization state or a power-off return state;

[0034] a second processing module, configured to generate a friction torque curve according to at least one steering wheel speed, at least one static friction torque, and the dynamic friction torque of the vehicle in a historical period, wherein the friction torque curve is used to represent a corresponding relationship between the friction torque and the steering wheel speed;

[0035] The control module is used to perform friction compensation on the output torque of the road sensing motor based on the friction torque curve.

[0036] In a possible implementation manner, the control module is specifically used to:

[0037] querying the friction torque curve according to the current steering wheel speed of the vehicle to determine the initial friction torque;

[0038] Calculating a target friction torque according to the current speed of the vehicle, the current steering torque of the steering wheel, and the initial friction torque;

[0039] According to the target friction torque, friction compensation is performed on the output torque of the road sensing motor.

[0040] In a possible implementation manner, the control module is specifically used to:

[0041] Determining, according to the current vehicle speed, a first friction coefficient corresponding to the current vehicle speed through a first mapping relationship, wherein the first mapping relationship is used to indicate a corresponding relationship between the vehicle speed and the first friction coefficient;

[0042] According to the current steering torque of the steering wheel, determining a second friction coefficient corresponding to the current steering torque through a second mapping relationship, wherein the second mapping relationship is used to indicate a corresponding relationship between the steering torque and the second friction coefficient;

[0043] The product of the first friction coefficient, the second friction coefficient, and the initial friction torque is determined as the target friction torque.

[0044] In a possible implementation manner, the second processing module is further configured to:

[0045] According to a pre-selected power steering level, the target friction torque is optimized to obtain an optimized target friction torque;

[0046] Accordingly, the control module is specifically used for:

[0047] According to the optimized target friction torque, friction compensation is performed on the output torque of the road sensing motor.

[0048] In a possible implementation manner, the first processing module is specifically configured to:

[0049] According to a preset torque curve, the torque applied to the steering wheel is adjusted, and the steering wheel rotation speed is detected;

[0050] When the steering wheel rotates at a uniform speed and the rotation speed is stable, the dynamic friction torque is obtained according to the torque applied to the steering wheel.

[0051] In a possible implementation manner, the first processing module is specifically configured to:

[0052] When the number of effective torques applied to the steering wheel reaches a preset number, an average value of all effective torques is determined as the dynamic friction torque to be selected, wherein the effective torque includes the torque applied when the steering wheel is rotating at a constant speed and the speed is stable;

[0053] If the selected dynamic friction torque is greater than a first preset threshold value and less than a second preset threshold value, the selected dynamic friction torque is determined as the dynamic friction torque;

[0054] If the selected dynamic friction torque is equal to the first preset threshold or equal to the second preset threshold, determining the selected dynamic friction torque as the dynamic friction torque;

[0055] Among them, the first preset threshold is smaller than the second preset threshold.

[0056] In a possible implementation manner, the first processing module is further configured to:

[0057] If the to-be-selected dynamic friction torque is smaller than the first preset threshold, or larger than the second preset threshold, the dynamic friction torque result of the vehicle in the previous initial state is determined as the dynamic friction torque.

[0058] In a third aspect, the present application provides an electronic device, including: a processor, a memory;

[0059] The memory stores computer-executable instructions;

[0060] The processor executes the computer-executable instructions stored in the memory, so that the processor executes the friction compensation method for the wire-controlled steering system as described in any one of the first aspects.

[0061] In a fourth aspect, the present application provides a vehicle, comprising: a vehicle body and the electronic device described in the third aspect.

[0062] In a fifth aspect, the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer execution instructions, which, when executed by a processor, are used to implement the friction compensation method for the wire-controlled steering system described in any one of the first aspects.

[0063] In a sixth aspect, the present application provides a computer program product, which includes a computer program. When the computer program is executed by a processor, it is used to implement the friction compensation method of the wire control steering system described in any one of the first aspects.

[0064] The friction compensation method, device, equipment and vehicle of the wire-controlled steering system provided by the present application include obtaining the dynamic friction torque of the steering wheel, generating a friction torque curve according to at least one steering wheel speed, at least one static friction torque, and dynamic friction torque of the vehicle in a historical period, and performing friction compensation on the output torque of the road sense motor based on the friction torque curve. In the above process, by using the friction torque curve generated by the dynamic friction torque, the output torque of the road sense motor can be friction compensated, thereby enhancing the adaptability of the wire-controlled steering system in various usage scenarios, eliminating the inconsistent feel felt by the driver when steering, and thus improving the overall driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0065] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0066] Figure 1 A schematic diagram of an application scenario provided by an embodiment of the present application;

[0067] Figure 2 A schematic flow chart of a first embodiment of a friction compensation method for a steer-by-wire system provided in the present application;

[0068] Figure 3 A schematic diagram of a structure for performing mechanical analysis on a steering wheel provided in an embodiment of the present application;

[0069] Figure 4 A schematic diagram of a friction torque curve provided in an embodiment of the present application;

[0070] Figure 5 A schematic flow chart of a second embodiment of a friction compensation method for a steer-by-wire system provided in the present application;

[0071] Figure 6 A schematic flow chart of a third embodiment of a friction compensation method for a steer-by-wire system provided in the present application;

[0072] Figure 7 A schematic flow chart of a fourth embodiment of a friction compensation method for a steer-by-wire system provided in the present application;

[0073] Figure 8 A schematic diagram of a flow chart of an example of obtaining dynamic friction torque provided in an embodiment of the present application;

[0074] Fig. 9 A schematic flow chart of an example of a friction compensation method for a steer-by-wire system provided in an embodiment of the present application;

[0075] Fig.10 A schematic diagram of the structure of a friction compensation device for a steer-by-wire system provided in an embodiment of the present application;

[0076] Fig.11 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application.

[0077] The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0078] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0079] First, the terms involved in this application are explained:

[0080] Power-on synchronization: When the vehicle is started or powered on, the vehicle's electronic control unit can check and calibrate the position of the steering wheel to keep it consistent with the actual steering angle of the wheel.

[0081] Power-off return to center: When the vehicle is turned off or enters sleep mode, the vehicle's electronic control unit can control the steering wheel to return to a neutral or straight position.

[0082] To meet the development needs of intelligent driving, the vehicle's steering system uses full-wire control technology to replace the traditional mechanical steering system. The mechanical connection between the steering systems is eliminated, reducing the spatial layout restrictions between the steering system mechanics, providing a good foundation for the design of the intelligent driving cockpit; at the same time, it increases the possibility of coordination between the steering system and other chassis systems.

[0083] Steer By Wire (SBW) technology achieves electrical communication between the steering wheel and the steering actuator by abandoning the traditional mechanical connection. This innovation has greatly improved the flexibility and safety of vehicle control. However, although the SBW system has significant advantages in improving vehicle performance, its implementation still relies on the precise coordination of electronic and mechanical components. In this process, friction in the system becomes a factor that cannot be ignored.

[0084] In the prior art, steer-by-wire systems usually use a preset fixed friction torque compensation value to offset the effect of friction. However, since friction may change due to factors such as component wear and temperature changes, using a fixed friction torque compensation value often causes the driver to feel inconsistent steering feel, thus affecting the overall driving experience.

[0085] In response to the above problems, the inventors consider that the friction compensation torque can be dynamically adjusted to meet the friction force change requirements under different driving conditions, thereby ensuring that the driver obtains a consistent and high-quality steering feel. Specifically, when the vehicle is in the target state, the dynamic friction torque that causes the steering wheel to rotate at a constant speed can be obtained, and a friction torque curve can be generated based on at least one steering wheel speed of the vehicle in a historical period, at least one static friction torque, and the dynamic friction torque that causes the steering wheel to rotate at a constant speed. According to the friction torque curve, the output torque of the road sense motor is compensated to improve the adaptability of the wire control steering system in various usage scenarios, improve the inconsistent feel of the driver when steering, and bring a better driving experience to the driver. Based on this, the present application proposes a friction compensation method for a wire control steering system, which is used to cope with the changes in steering wheel friction of the vehicle under different operating conditions, thereby improving the friction compensation effect, ensuring that the driver obtains a consistent and high-quality steering feel, and improving the driving experience.

[0086] Figure 1 This is a schematic diagram of an application scenario provided by an embodiment of the present application. Figure 1 A road sensing motor 101 and a steering wheel 102 are provided in the vehicle 100. The road sensing motor 101 can provide a variable friction torque to effectively compensate for the friction torque generated by the friction force during the rotation of the steering wheel 102.

[0087] For example, when the driver turns the steering wheel 102 , the road sensing motor 101 can provide a variable friction torque to offset the resistance generated by friction during the turning of the steering wheel 102 , thereby improving the steering feel of the driver.

[0088] The technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems are described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0089] Figure 2 This is a flow chart of the friction compensation method for the wire-controlled steering system provided in this application. Figure 2 , the method comprising:

[0090] S201. Obtain the dynamic friction torque of the steering wheel.

[0091] The execution subject of the embodiment of the present application may be an electronic device, or a friction compensation device of a wire-controlled steering system arranged in the electronic device. The friction compensation device of the wire-controlled steering system may be implemented by software, or by a combination of software and hardware. The friction compensation device of the wire-controlled steering system may be a processor in the electronic device. For ease of understanding, the following description is made by taking the execution subject as an electronic device as an example.

[0092] In this step, the electronic device can obtain the dynamic friction torque of the steering wheel, which is the friction torque that causes the steering wheel to rotate at a constant speed when the vehicle is in a target state, wherein the target state includes a power-on synchronization state or a power-off return state.

[0093] By selecting the power-on synchronization state or the power-off return state as the target state, seamless connection with the normal operating state of the vehicle can be achieved without the need for additional state monitoring logic, thus simplifying the complexity of the system.

[0094] Optionally, the functional state of the steering wheel can be judged. When it is determined that the steering wheel is in the power-on synchronization state or the power-off return state, the steering wheel speed can be determined as the monitoring parameter. The torque input of the steering wheel is increased through the road sensing motor to simulate the change of the real friction torque. When the steering wheel rotates at a constant speed and the speed is stable, the dynamic friction torque is obtained according to the torque applied to the steering wheel.

[0095] Figure 3 This is a schematic diagram of the structure of the mechanical analysis of the steering wheel provided in the embodiment of the present application. Figure 3 During the rotation process, the steering wheel will be subjected to friction force f, which will generate friction torque Tf. The torque input to the steering wheel can be increased through the road sensing motor. When the steering wheel rotates at a uniform speed and the speed is stable, the torque (torque) TF applied to the steering wheel is determined as the dynamic friction torque. At this time, the friction torque Tf and the torque (torque) TF are the same in magnitude but opposite in direction.

[0096] For example, when the steering wheel is in a power-on synchronization state, the moment (torque) TF for causing the steering wheel to rotate at a constant speed may be acquired.

[0097] S202: Generate a friction torque curve according to at least one steering wheel speed, at least one static friction torque, and a dynamic friction torque of the vehicle in a historical period.

[0098] In this step, after the dynamic friction torque is obtained, a friction torque curve for representing the corresponding relationship between the friction torque and the steering wheel speed may be generated according to at least one steering wheel speed and at least one static friction torque of the vehicle in a historical period.

[0099] For the historical time period, it can be the initial time period when the vehicle ends the target state and turns to the normal driving state; it can also be the time period during the historical driving process of the vehicle.

[0100] In an optional implementation, during the initial period, the driver can gradually increase the torque applied to the steering wheel. When the steering wheel is not actually turned, at least one steering wheel speed and the static friction torque corresponding to each steering wheel speed are simulated by an internal algorithm. Then, at least one steering wheel speed, the static friction torque corresponding to each steering wheel speed, and the dynamic friction torque can be calculated to generate a friction torque curve. The dynamic friction torque is also the maximum static friction torque.

[0101] In another optional implementation, the historical period is a period of historical driving of the vehicle. In this case, the steering wheel speed and static friction torque of the vehicle can be tested within the historical period to determine at least one steering wheel speed and the static friction torque corresponding to each steering wheel speed. Then, based on at least one steering wheel speed of the vehicle within the historical period, the static friction torque corresponding to each steering wheel speed, and the dynamic friction torque, a friction torque curve is generated.

[0102] Specifically, the historical period includes multiple smaller periods, and by conducting a test experiment of the steering wheel speed and the static friction torque for each smaller period, at least one steering wheel speed and its corresponding static friction torque in each period can be determined. Then, the data of each period can be comprehensively analyzed and processed, such as calculating the average value or performing cluster analysis, and combined with the dynamic friction torque, to finally generate an overall friction torque curve.

[0103] Figure 4 Schematic diagram of the friction torque curve provided in the embodiment of the present application. Figure 4 The horizontal axis of the torque curve is the steering wheel speed, and the vertical axis is the friction torque. TF represents the dynamic friction torque, which is also the maximum static friction torque.

[0104] It should be noted that when the driver turns the steering wheel, he can choose to turn left or right, so the ordinate of the friction torque may be positive or negative. Specifically, the right turn of the steering wheel can be defined as the positive direction of the angle, and the left turn can be defined as the negative direction of the angle. In this case, the dynamic friction torque (torque that turns the steering wheel) when the steering wheel turns right is positive, while the dynamic friction torque when turning left is negative.

[0105] S203: Based on the friction torque curve, friction compensation is performed on the output torque of the road sensing motor.

[0106] In this step, during the steering wheel rotation, the output torque of the road sense motor can be adjusted in real time according to the pre-generated friction torque curve to achieve effective compensation for the friction force.

[0107] For example, when the driver turns the steering wheel, the electronic device can detect the current steering wheel speed and determine the corresponding friction torque value by looking up the friction torque curve. The road sense motor then adjusts its output torque according to the friction torque value to compensate for the steering wheel operation resistance caused by friction.

[0108] In an embodiment of the present application, when the steering wheel is in a power-on synchronization state or a power-off return state, the friction torque that causes the steering wheel to rotate at a uniform speed can be obtained as the dynamic friction torque of the steering wheel. A friction torque curve can be generated based on at least one steering wheel speed, at least one static friction torque, and a dynamic friction torque of the vehicle in a historical period, and based on the generated friction torque curve, the output torque of the road sense motor can be friction compensated. In the above process, a friction torque curve can be generated by combining the dynamic friction torque obtained when the steering wheel is in a power-on synchronization state or a power-off return state with the steering wheel speed and static friction torque in the historical data to perform friction compensation on the output torque of the road sense motor, thereby improving the driver's feel when steering and the overall driving experience.

[0109] exist Figure 2 Based on the embodiment shown below, combined with Figure 5 , the friction compensation method of the above-mentioned wire control steering system is further described in detail.

[0110] Figure 5 This is a flow chart of the friction compensation method for the wire-controlled steering system provided in this application. Figure 5 , the method may include:

[0111] S501. According to a preset torque curve, adjust the torque applied to the steering wheel and detect the steering wheel rotation speed.

[0112] In this step, the electronic device can adjust the torque applied to the steering wheel through the road sensing motor according to the preset torque curve when the vehicle is in the target state, increase or decrease the torque input to the steering wheel, and detect the steering wheel speed. The target state includes the power-on synchronization state or the power-off return state.

[0113] The torque curve can be customized according to the type and specification of the vehicle. For example, different torque curves can be designed for different types of vehicles, such as cars and trucks, to meet their respective handling requirements.

[0114] The preset torque curve may be a progressive straight line starting from the coordinate origin and sloping upward to the right, and the slope thereof is non-zero.

[0115] In a specific implementation, in the process of adjusting the torque applied to the steering wheel by the road sensing motor for selecting a preset torque curve, an optimization adjustment algorithm can be combined to achieve precise control of the torque. The optimization adjustment algorithm can be a proportional-integral-differential (PID) control algorithm. The specific optimization adjustment algorithm can be adjusted according to the actual scenario, and this application does not make specific limitations.

[0116] S502: When the steering wheel rotates at a constant speed and the speed is stable, obtain a dynamic friction torque according to the torque applied to the steering wheel.

[0117] For example, the electronic device can detect the steering wheel rotation speed while adjusting the torque applied to the steering wheel. When the steering wheel rotates at a constant speed and the speed is stable, the torque applied to the steering wheel is determined as the dynamic friction torque.

[0118] S503: Generate a friction torque curve according to at least one steering wheel speed, at least one static friction torque, and a dynamic friction torque of the vehicle in a historical period.

[0119] In a specific implementation, the historical period may be an initial period when the vehicle ends the target state and enters the normal driving state. Since the driver turns the steering wheel for a relatively short time, a friction torque curve may be generated through at least one steering wheel speed, at least one static friction torque, and a dynamic friction torque in the initial period, and the curve may be continuously used in subsequent driving processes.

[0120] S504: query a friction torque curve according to the current steering wheel speed of the vehicle to determine an initial friction torque.

[0121] In this step, during normal driving of the vehicle, the electronic device may query the friction torque curve according to the current steering wheel speed of the vehicle to determine the initial friction torque.

[0122] For example, during normal driving of the vehicle, the electronic device may query the friction torque curve according to the current steering wheel speed V1 of the vehicle to determine the initial friction torque T0.

[0123] S505 . Calculate a target friction torque according to the current vehicle speed, the current steering torque of the steering wheel, and the initial friction torque.

[0124] In this step, the first friction coefficient corresponding to the current vehicle speed can be determined through a first mapping relationship according to the current vehicle speed, and the second friction coefficient corresponding to the current steering torque can be determined through a second mapping relationship according to the current steering torque of the steering wheel, and the product of the first friction coefficient, the second friction coefficient, and the initial friction torque is determined as the target friction torque. The first mapping relationship is used to indicate the corresponding relationship between the vehicle speed and the first friction coefficient, and the second mapping relationship is used to indicate the corresponding relationship between the steering torque and the second friction coefficient.

[0125] For example, the first friction coefficient a1 corresponding to the current vehicle speed M1 can be determined through a first mapping relationship, and the second friction coefficient b1 corresponding to the current steering torque T1 of the steering wheel can be determined through a second mapping relationship. The product of the first friction coefficient a1, the second friction coefficient b1, and the initial friction torque T0 is determined as the target friction torque.

[0126] In an optional embodiment, after obtaining the current steering wheel speed of the vehicle, the current speed of the vehicle, and the current steering torque of the steering wheel, these parameters are filtered to eliminate noise and irregular fluctuations, thereby obtaining more stable and accurate data.

[0127] S506: Perform friction compensation on the output torque of the road sensing motor according to the target friction torque.

[0128] In this step, the electronic device can adjust the output torque of the road sense motor according to the target friction torque during the rotation of the steering wheel to achieve effective compensation for the friction force.

[0129] In an optional implementation, after determining the target friction torque, the target friction torque can be optimized according to the power steering level pre-selected by the driver to obtain an optimized target friction torque, and friction compensation is performed on the output torque of the road sensing motor according to the optimized target friction torque.

[0130] In a specific implementation, the target friction torque can be adjusted using a predefined mapping table or function according to the power steering level selected by the driver. Different power steering levels can correspond to different friction torque adjustment coefficients, thereby changing the steering feel of the steering wheel.

[0131] For example, in city driving, the driver may prefer a higher power steering level to make the steering wheel lighter and easier to operate in narrow streets and parking lots, while in highway driving, the driver may prefer a lower power steering level for better feel and stability.

[0132] In an embodiment of the present application, the torque applied to the steering wheel can be adjusted by a preset torque curve, and its rotation speed can be detected. When the steering wheel reaches a uniform speed and the rotation speed is stable, the dynamic friction torque is obtained according to the applied torque. A friction torque curve is generated by combining at least one steering wheel rotation speed, at least one static friction torque and a dynamic friction torque in a historical period. By querying the friction torque curve corresponding to the current steering wheel rotation speed, the initial friction torque is determined, and then the target friction torque is calculated according to the current vehicle speed, the current steering torque of the steering wheel and the initial friction torque, and friction compensation is performed on the output torque of the road sense motor. In the above process, the friction torque can be adaptively adjusted according to the steering wheel rotation speed, vehicle speed and steering wheel steering torque. Through this adaptive adjustment, the friction torque can be dynamically optimized according to the real-time driving conditions to ensure that the driver obtains a consistent feel when operating the steering wheel.

[0133] Furthermore, the friction compensation method for the wire-controlled steering system provided in the embodiment of the present application can adjust the target friction torque through a preset power steering level, so that the driver can freely choose a suitable steering assist level according to personal preferences and driving environment. By optimizing the steering feel of the steering wheel, the driver's operating burden can be reduced and driving comfort can be improved.

[0134] Figure 6 This is a flow chart of the friction compensation method for the wire control steering system provided in this application. Figure 6 On the basis of the above embodiment, in the specific implementation of the friction compensation method of the wire control steering system, the target friction torque is calculated according to the current vehicle speed, the current steering torque of the steering wheel, and the initial friction torque in step S505, and the specific implementation also includes the following steps:

[0135] S601. Determine, according to a current vehicle speed, a first friction coefficient corresponding to the current vehicle speed through a first mapping relationship.

[0136] In this step, the first friction coefficient corresponding to the current vehicle speed can be determined according to the current vehicle speed during driving by using a first mapping relationship indicating the corresponding relationship between the vehicle speed and the first friction coefficient.

[0137] The current speed of the vehicle can be obtained according to a speed sensor equipped in the vehicle. For example, the speed sensor can obtain that the current speed of the vehicle is M1.

[0138] The first mapping relationship may be designed based on the vehicle's dynamic characteristics and driving safety requirements, and the first friction coefficients corresponding to different vehicle speeds may be collected through experiments and tests to establish the first mapping relationship.

[0139] For example, the first mapping relationship may be represented by Table 1:

[0140] Table 1

[0141] Vehicle speed (km / h) First friction coefficient Vehicle speed (km / h) First friction coefficient 0＜M≤10 0.3 40＜M≤50 0.7 10＜M≤20 0.4 50＜M≤60 0.8 20＜M≤30 0.5 60＜M≤70 0.9 30＜M≤40 0.6 70＜M≤80 1

[0142] The vehicle speed is divided into different intervals and a corresponding first friction coefficient is allocated to each interval, thereby achieving a corresponding relationship between the vehicle speed and the first friction coefficient.

[0143] For example, according to the current vehicle speed V1 of 30 km / h, the first friction coefficient corresponding to the current vehicle speed of 30 km / h can be determined as 0.5 through the first mapping relationship.

[0144] S602: Determine a second friction coefficient corresponding to the current steering torque through a second mapping relationship according to the current steering torque of the steering wheel.

[0145] In this step, the second friction coefficient corresponding to the current steering torque can be determined according to the current steering torque of the vehicle during driving by using a second mapping relationship indicating the corresponding relationship between the steering torque and the second friction coefficient.

[0146] The current steering torque of the vehicle can be obtained based on the torque sensor equipped in the vehicle. In a specific implementation, a torque sensor can be provided on the rotating shaft connected to the steering wheel. By measuring the torsional deformation of the rotating shaft under the action of the torque, the torque applied to the rotating shaft can be calculated, and then the current steering torque of the vehicle can be obtained. For example, the current steering torque of the vehicle can be obtained as T1 through the torque sensor.

[0147] Similarly, the second mapping relationship can be designed based on the vehicle's dynamic characteristics and driving safety requirements. Through experiments and testing methods, the second friction coefficients corresponding to different steering torques are collected to establish the second mapping relationship.

[0148] For example, according to the current steering torque T1 of the vehicle being 100 Newton·meters (N·m), the second friction coefficient corresponding to the current steering torque of 100 N·m can be determined as 0.6 through the second mapping relationship.

[0149] S603: Determine the product of the first friction coefficient, the second friction coefficient, and the initial friction torque as the target friction torque.

[0150] For example, if the friction torque curve is queried according to the current steering wheel speed of the vehicle and the initial friction torque is determined to be 300 N·m, the target friction torque can be determined to be 90 N·m through the first friction coefficient of 0.5, the second friction coefficient of 0.6, and the initial friction torque of 300 N·m.

[0151] In the embodiment of the present application, the first friction coefficient can be determined according to the current speed of the vehicle through the first mapping relationship; the corresponding second friction coefficient can be determined according to the current steering torque of the steering wheel through the second mapping relationship; the first friction coefficient, the second friction coefficient and the initial friction torque are multiplied to determine the target friction torque. In the above process, the friction coefficient can be accurately adjusted according to the current speed of the vehicle and the steering torque of the steering wheel, thereby providing a more natural and linear steering feel, so that the steering wheel can provide consistent feedback under various driving conditions, and enhance the driver's driving experience.

[0152] Figure 7 This is a flow chart of the fourth embodiment of the friction compensation method for the wire control steering system provided by this application. Figure 7 Based on the above embodiment, in the specific implementation of the friction compensation method of the wire control steering system, the step S502 of obtaining the dynamic friction torque according to the torque applied to the steering wheel also includes the following steps:

[0153] S701. When the number of effective torques applied to the steering wheel reaches a preset number, an average value of all effective torques is determined as a dynamic friction torque to be selected.

[0154] In this step, when the steering wheel is rotating at a constant speed and the speed is stable, the torque applied to the steering wheel can be recorded once as the effective torque. When the number of recorded effective torques reaches a preset number, all recorded effective torques can be averaged and the calculation result can be determined as the dynamic friction torque to be selected.

[0155] Optionally, in the process of adjusting the torque applied to the steering wheel according to a preset torque curve, in order to prevent sudden changes in the torque output by the road sense motor, smoothing can be performed by using a preset number of effective torques. By averaging multiple recorded effective torques, large deviations in the determined dynamic friction torque due to sudden changes in torque can be avoided.

[0156] For example, the preset number is 3. If the steering wheel is rotating at a constant speed and the speed is stable, when the number of effective torques applied to the steering wheel reaches 3, the three effective torques are 49 N·m, 50 N·m, and 51 N·m respectively. Then, the average value of the three effective torques, 50 N·m, can be determined as the dynamic friction torque to be selected.

[0157] S702: If the dynamic friction torque to be selected is greater than the first preset threshold value and less than the second preset threshold value, the dynamic friction torque to be selected is determined as the dynamic friction torque.

[0158] In this step, after the selected dynamic friction torque is determined, the selected dynamic friction torque can be further range-verified, and the selected dynamic friction torque is determined as the dynamic friction torque according to the fact that the selected dynamic friction torque is greater than a first preset threshold and less than a second preset threshold, wherein the first preset threshold is less than the second preset threshold.

[0159] For example, the first preset threshold is 40 N·m and the second preset threshold is 60 N·m. Then, based on the determined selected dynamic friction torque of 50 N·m, which is greater than the first preset threshold of 40 N·m and less than the second preset threshold of 60 N·m, the selected dynamic friction torque 50 N·m is determined as the dynamic friction torque.

[0160] S703: If the dynamic friction torque to be selected is equal to the first preset threshold or equal to the second preset threshold, determine the dynamic friction torque to be selected as the dynamic friction torque.

[0161] In this step, after the selected dynamic friction torque is determined, the selected dynamic friction torque can be further range-verified, and the selected dynamic friction torque can be determined as the dynamic friction torque according to whether the selected dynamic friction torque is equal to the first preset threshold or the second preset threshold.

[0162] For example, the first preset threshold is 40 N·m, and the second preset threshold is 60 N·m. If the selected dynamic friction torque is 40 N·m, which is equal to the first preset threshold 40 N·m, the selected dynamic friction torque 40 N·m is determined as the dynamic friction torque.

[0163] S704: If the dynamic friction torque to be selected is less than the first preset threshold value, or greater than the second preset threshold value, the dynamic friction torque result of the vehicle in the previous initial state is determined as the dynamic friction torque.

[0164] In this step, after the selected dynamic friction torque is determined, the dynamic friction torque result of the vehicle in the previous initial state can be determined as the dynamic friction torque according to being less than a first preset threshold or greater than a second preset threshold.

[0165] For example, the first preset threshold is 40 N·m, and the second preset threshold is 60 N·m. If the determined dynamic friction torque is 70 N·m, which is greater than the second preset threshold of 60 N·m, the dynamic friction torque result of the vehicle in the previous initial state, 55 N·m, is determined as the dynamic friction torque.

[0166] In an embodiment of the present application, when the number of effective torques applied to the steering wheel reaches a preset number, the average value thereof is calculated as the dynamic friction torque to be selected. If the average value is between the first preset threshold value and the second preset threshold value, or is equal to any of the threshold values, it is determined as the dynamic friction torque. Otherwise, the dynamic friction torque result of the vehicle's previous initial state is used as the current dynamic friction torque. In the above process, the stability and reliability of the dynamic friction torque are guaranteed by performing threshold judgment on the average value of the effective torque. Even in the event of an abnormality, the sudden change in steering feel can be prevented by adopting the dynamic friction torque of the previous state, thereby ensuring that the driver can always obtain a stable and reliable vehicle response.

[0167] Figure 8 This is a flow chart of an example of obtaining dynamic friction torque provided in an embodiment of the present application. Figure 8 , including the following steps:

[0168] S801: Determine the steering wheel function status.

[0169] Optionally, the electronic device can check the main state of the vehicle to ensure that the current vehicle (also the steering wheel) is in a target state. The target state includes a power-on synchronization or a power-off return state.

[0170] S802: Determine whether the vehicle is in a power-on synchronization state or a power-off return state.

[0171] S803, triggering the friction self-learning function.

[0172] In this step, when it is determined that the steering wheel is in the state of power-on synchronization or power-off return, the friction self-learning function can be activated. At this time, the rotation speed of the steering wheel can be included in the monitoring range as a parameter to adjust the torque.

[0173] Optionally, while the rotation speed of the steering wheel is used as a monitoring parameter, the angle of the steering wheel can also be included in the monitoring range as an observation value. The rotation speed can indicate the speed of the steering wheel rotation, while the angle shows its current position. Combining the two parameters of rotation speed and angle can provide more comprehensive steering status information.

[0174] S804: Increase the torque input of the steering wheel.

[0175] Optionally, the torque applied to the steering wheel may be adjusted according to a preset torque curve to simulate changes in real friction torque.

[0176] S805: Determine whether the steering wheel reaches a uniform rotation condition (speed V T = Speed ​​V T-1 ).

[0177] Optionally, the rotation state of the steering wheel can be monitored in real time. When it is determined that the steering wheel is rotating at a constant speed, that is, the current speed V T Equal to the speed V at the previous moment T-1 When the torque applied to the steering wheel at the current moment is recorded as the effective torque.

[0178] S806. Record the effective torque and add 1 to the count.

[0179] Optionally, each time an effective torque is recorded, a counter provided in the electronic device may be automatically incremented by 1.

[0180] S807: Record whether the number of torques reaches a preset number.

[0181] For example, the preset number is 5, and when the number of recorded effective torques reaches 5, step S808 may be executed.

[0182] S808. Calculate the mean value to obtain the dynamic friction torque to be selected.

[0183] For example, all effective torques may be averaged to obtain a friction self-learning torque value reflecting the actual friction characteristics of the steering wheel under specific conditions, that is, a candidate dynamic friction torque.

[0184] Optionally, the selected dynamic friction torque can also be obtained by interpolation calculation. The interpolation calculation can also include any one of linear interpolation, polynomial difference, and spline difference. Technical personnel in this field can make a selection according to actual needs.

[0185] S809: Whether the dynamic friction torque to be selected is between a preset minimum threshold and a preset maximum threshold.

[0186] If yes, execute S810; if no, execute S811.

[0187] S810. Output dynamic friction torque.

[0188] For example, the selected dynamic friction torque can be determined as the dynamic friction torque according to the fact that the selected dynamic friction torque is greater than the first preset threshold and less than the second preset threshold; or the selected dynamic friction torque is equal to the first preset threshold; or the selected dynamic friction torque is equal to the second preset threshold. The first preset threshold may be a preset minimum threshold, and the second preset threshold may be a preset maximum threshold.

[0189] S811. Output the last dynamic friction torque.

[0190] For example, the dynamic friction torque result of the vehicle in the previous initial state may be determined as the dynamic friction torque according to the fact that the selected dynamic friction torque is less than a first preset threshold value, or greater than a second preset threshold value.

[0191] The example of obtaining dynamic friction torque provided in this embodiment has a working process that can refer to the process shown in the above method embodiment. The implementation principle and beneficial effects are similar and will not be described in detail here.

[0192] Fig. 9 This is a flow chart of an example of a friction compensation method for a wire-controlled steering system provided in an embodiment of the present application. Fig. 9 , including the following steps:

[0193] S901: Signal preprocessing (low-pass filter).

[0194] Optionally, after obtaining the current steering wheel speed, the current vehicle speed and the current steering torque of the steering wheel of the vehicle, a low pass filter (LPF) may be used to filter these parameters to reduce noise interference, thereby ensuring the accuracy of the data.

[0195] S902: Parameter simulation to determine the initial friction torque.

[0196] For example, a friction torque curve may be generated based on at least one steering wheel speed, at least one static friction torque, and a dynamic friction torque of the vehicle in a historical period, and the friction torque curve may be queried based on the current steering wheel speed of the vehicle to determine the initial friction torque.

[0197] S903: Look up a vehicle speed-first friction coefficient table to determine the first friction coefficient.

[0198] For example, the first friction coefficient corresponding to the current vehicle speed may be determined according to a first mapping relationship based on the current vehicle speed, and the first mapping relationship is used to indicate the corresponding relationship between the vehicle speed and the first friction coefficient.

[0199] Specifically, the first mapping relationship may be represented by a vehicle speed-first friction coefficient table, wherein the vehicle speed-first friction coefficient table may include multiple vehicle speeds and the first friction coefficient corresponding to each vehicle speed.

[0200] S904, search the torque-second friction coefficient table to determine the second friction coefficient.

[0201] For example, the second friction coefficient corresponding to the current steering torque may be determined according to the current steering torque of the steering wheel through a second mapping relationship, and the second mapping relationship is used to indicate the corresponding relationship between the steering torque and the second friction coefficient.

[0202] Specifically, the second mapping relationship may be represented by a torque-second friction coefficient table, wherein the torque-second friction coefficient table may include multiple torques and the second friction coefficient corresponding to each torque.

[0203] S905: Determine the target friction coefficient.

[0204] For example, the product of the first friction coefficient, the second friction coefficient, and the initial friction torque may be determined as the target friction torque.

[0205] S906. Select the power steering level.

[0206] Optionally, the driver can manually select the level of assistance via the control interface inside the car.

[0207] For example, when driving at low speeds or parking, the driver can select a higher power steering level to make the steering wheel lighter and easier to operate; when driving at high speeds, the driver can select a lower power steering level to increase the damping feel of the steering wheel and enhance the vehicle's stability and road feel.

[0208] S907: Obtain optimized target friction torque.

[0209] Specifically, the target friction torque may be optimized according to a pre-selected power steering level to obtain an optimized target friction torque.

[0210] The friction compensation method example of the wire-controlled steering system provided in this embodiment has a working process that can refer to the process shown in the above method embodiment. Its implementation principle and beneficial effects are similar and will not be repeated here.

[0211] Fig.10 This is a schematic diagram of the structure of the friction compensation device of the wire control steering system provided in the embodiment of the present application. Fig.10 The friction compensation device 10 of the steer-by-wire system comprises:

[0212] A first processing module 11 is used to obtain a dynamic friction torque of the steering wheel, where the dynamic friction torque is a friction torque that causes the steering wheel to rotate at a constant speed when the vehicle is in a target state, where the target state includes a power-on synchronization state or a power-off return state;

[0213] A second processing module 12, configured to generate a friction torque curve according to at least one steering wheel speed, at least one static friction torque, and the dynamic friction torque of the vehicle in a historical period, wherein the friction torque curve is used to represent a corresponding relationship between the friction torque and the steering wheel speed;

[0214] The control module 13 is used to perform friction compensation on the output torque of the road sensing motor based on the friction torque curve.

[0215] The friction compensation device of the wire-controlled steering system provided in the embodiment of the present application can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar and will not be described in detail here.

[0216] In a possible implementation manner, the control module 13 is specifically configured to:

[0217] querying the friction torque curve according to the current steering wheel speed of the vehicle to determine the initial friction torque;

[0218] Calculating a target friction torque according to the current speed of the vehicle, the current steering torque of the steering wheel, and the initial friction torque;

[0219] According to the target friction torque, friction compensation is performed on the output torque of the road sensing motor.

[0220] In a possible implementation manner, the control module 13 is specifically configured to:

[0221] Determining, according to the current vehicle speed, a first friction coefficient corresponding to the current vehicle speed through a first mapping relationship, wherein the first mapping relationship is used to indicate a corresponding relationship between the vehicle speed and the first friction coefficient;

[0222] According to the current steering torque of the steering wheel, determining a second friction coefficient corresponding to the current steering torque through a second mapping relationship, wherein the second mapping relationship is used to indicate a corresponding relationship between the steering torque and the second friction coefficient;

[0223] The product of the first friction coefficient, the second friction coefficient, and the initial friction torque is determined as the target friction torque.

[0224] In a possible implementation manner, the second processing module 12 is further used for:

[0225] According to a pre-selected power steering level, the target friction torque is optimized to obtain an optimized target friction torque;

[0226] Accordingly, the control module 13 is specifically used for:

[0227] According to the optimized target friction torque, friction compensation is performed on the output torque of the road sensing motor.

[0228] In a possible implementation manner, the first processing module 11 is specifically configured to:

[0229] According to a preset torque curve, the torque applied to the steering wheel is adjusted, and the steering wheel rotation speed is detected;

[0230] When the steering wheel rotates at a uniform speed and the rotation speed is stable, the dynamic friction torque is obtained according to the torque applied to the steering wheel.

[0231] In a possible implementation manner, the first processing module 11 is specifically configured to:

[0232] When the number of effective torques applied to the steering wheel reaches a preset number, an average value of all effective torques is determined as the dynamic friction torque to be selected, wherein the effective torque includes the torque applied when the steering wheel is rotating at a constant speed and the speed is stable;

[0233] If the selected dynamic friction torque is greater than a first preset threshold value and less than a second preset threshold value, the selected dynamic friction torque is determined as the dynamic friction torque;

[0234] If the selected dynamic friction torque is equal to the first preset threshold or equal to the second preset threshold, determining the selected dynamic friction torque as the dynamic friction torque;

[0235] Among them, the first preset threshold is smaller than the second preset threshold.

[0236] In a possible implementation manner, the first processing module 11 is further used for:

[0237] If the to-be-selected dynamic friction torque is smaller than the first preset threshold, or larger than the second preset threshold, the dynamic friction torque result of the vehicle in the previous initial state is determined as the dynamic friction torque.

[0238] The friction compensation device of the wire-controlled steering system provided in the embodiment of the present application can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar and will not be described in detail here.

[0239] Fig.11 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. Fig.11 The electronic device 20 provided in the embodiment of the present application includes: at least one processor 21 and a memory 22. Optionally, the device 20 also includes a communication component 23. The processor 21, the memory 22 and the communication component 23 are connected via a bus 24.

[0240] Optionally, the electronic device provided in the embodiment of the present application may be an electronic control unit (ECU) or a controller for controlling a steering wheel, which is used to execute the above method.

[0241] In a specific implementation process, at least one processor 21 executes the computer-executable instructions stored in the memory 22, so that at least one processor 21 executes the above method.

[0242] The specific implementation process of the processor 21 can be found in the above method embodiment, and its implementation principle and technical effect are similar, so this embodiment will not be repeated here.

[0243] In the above embodiments, it should be understood that the processor may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), etc. A general-purpose processor may be a microprocessor or any conventional processor. The steps of the method disclosed in the invention may be directly implemented as being executed by a hardware processor, or may be executed by a combination of hardware and software modules in the processor.

[0244] The memory may include a high-speed memory (Random Access Memory, RAM), and may also include a non-volatile memory (Non-volatile Memory, NVM), such as at least one disk memory.

[0245] The bus may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, the bus in the drawings of the present application is not limited to only one bus or one type of bus.

[0246] The present application provides a vehicle, including a vehicle body and Fig.11 The electronic device shown is used to implement the friction compensation method of the wire control steering system in the above embodiment.

[0247] The present application also provides a computer program product, including a computer program, which implements the above method when executed by a processor.

[0248] The present application also provides a computer-readable storage medium, in which computer-executable instructions are stored. When a processor executes the computer-executable instructions, the above method is implemented.

[0249] The above-mentioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk. The readable storage medium can be any available medium that can be accessed by a general or special-purpose computer.

[0250] An exemplary readable storage medium is coupled to a processor so that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (Application Specific Integrated Circuits, referred to as: ASIC). Of course, the processor and the readable storage medium can also exist in the device as discrete components.

[0251] The division of units is only a logical function division, and there may be other divisions in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interface, device or unit, which can be electrical, mechanical or other forms.

[0252] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0253] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0254] If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the methods of each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0255] Those skilled in the art can understand that all or part of the steps of implementing the above-mentioned method embodiments can be completed by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, the steps of the above-mentioned method embodiments are executed; and the aforementioned storage medium includes: ROM, RAM, disk or optical disk and other media that can store program codes.

[0256] Finally, it should be noted that those skilled in the art will readily conceive of other embodiments of the present invention after considering the specification and practicing the invention disclosed herein. The present invention is intended to cover any variations, uses or adaptations of the present invention, which follow the general principles of the present invention and include common knowledge or customary technical means in the art not disclosed by the present invention, are not limited to the precise structure described above and shown in the drawings, and may be modified and changed in various ways without departing from the scope thereof. The scope of the present invention is limited only by the appended claims.

Claims

1. A friction compensation method for a steer-by-wire system, characterized in that: include: Acquire a dynamic friction torque of the steering wheel, where the dynamic friction torque is the friction torque that causes the steering wheel to rotate at a constant speed when the vehicle is in a target state, where the target state includes a power-on synchronization state or a power-off return state; generating a friction torque curve according to at least one steering wheel speed, at least one static friction torque, and the dynamic friction torque of the vehicle in a historical period, wherein the friction torque curve is used to represent a corresponding relationship between the friction torque and the steering wheel speed; Based on the friction torque curve, friction compensation is performed on the output torque of the road sensing motor.

2. The method according to claim 1, characterized in that The friction compensation for the output torque of the road sensing motor based on the friction torque curve includes: querying the friction torque curve according to the current steering wheel speed of the vehicle to determine the initial friction torque; Calculating a target friction torque according to the current speed of the vehicle, the current steering torque of the steering wheel, and the initial friction torque; According to the target friction torque, friction compensation is performed on the output torque of the road sensing motor.

3. The method according to claim 2, characterized in that The target friction torque is calculated according to the current speed of the vehicle, the current steering torque of the steering wheel, and the initial friction torque, including: Determining, according to the current vehicle speed, a first friction coefficient corresponding to the current vehicle speed through a first mapping relationship, wherein the first mapping relationship is used to indicate a corresponding relationship between the vehicle speed and the first friction coefficient; According to the current steering torque of the steering wheel, determining a second friction coefficient corresponding to the current steering torque through a second mapping relationship, wherein the second mapping relationship is used to indicate a corresponding relationship between the steering torque and the second friction coefficient; The product of the first friction coefficient, the second friction coefficient, and the initial friction torque is determined as the target friction torque.

4. The method according to claim 2 or 3, characterized in that: The method further comprises: According to a pre-selected power steering level, the target friction torque is optimized to obtain an optimized target friction torque; Correspondingly, performing friction compensation on the output torque of the road sensing motor according to the target friction torque includes: According to the optimized target friction torque, friction compensation is performed on the output torque of the road sensing motor.

5. The method according to any one of claims 1 to 3, characterized in that: The obtaining of the dynamic friction torque of the steering wheel comprises: According to a preset torque curve, the torque applied to the steering wheel is adjusted, and the steering wheel rotation speed is detected; When the steering wheel rotates at a uniform speed and the rotation speed is stable, the dynamic friction torque is obtained according to the torque applied to the steering wheel.

6. The method according to claim 5, characterized in that The step of obtaining the dynamic friction torque according to the torque applied to the steering wheel comprises: When the number of effective torques applied to the steering wheel reaches a preset number, an average value of all effective torques is determined as the dynamic friction torque to be selected, wherein the effective torque includes the torque applied when the steering wheel is rotating at a constant speed and the speed is stable; If the selected dynamic friction torque is greater than a first preset threshold value and less than a second preset threshold value, the selected dynamic friction torque is determined as the dynamic friction torque; If the selected dynamic friction torque is equal to the first preset threshold or equal to the second preset threshold, determining the selected dynamic friction torque as the dynamic friction torque; Among them, the first preset threshold is smaller than the second preset threshold.

7. The method according to claim 6, characterized in that The method further comprises: If the to-be-selected dynamic friction torque is smaller than the first preset threshold, or larger than the second preset threshold, the dynamic friction torque result of the vehicle in the last initial state is determined as the dynamic friction torque.

8. A friction compensation device for a steer-by-wire system, characterized in that: include: A first processing module is used to obtain a dynamic friction torque of the steering wheel, wherein the dynamic friction torque is a friction torque that causes the steering wheel to rotate at a constant speed when the vehicle is in a target state, wherein the target state includes a power-on synchronization state or a power-off return state; a second processing module, configured to generate a friction torque curve according to at least one steering wheel speed, at least one static friction torque, and the dynamic friction torque of the vehicle in a historical period, wherein the friction torque curve is used to represent a corresponding relationship between the friction torque and the steering wheel speed; The control module is used to perform friction compensation on the output torque of the road sensing motor based on the friction torque curve.

9. An electronic device, characterized in that: include: Processor, memory; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory, so that the processor performs the friction compensation method for a steer-by-wire system according to any one of claims 1 to 7.

10. A vehicle, characterized in that: include: A vehicle body, and the electronic device according to claim 9.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions, and when the computer-executable instructions are executed by a processor, they are used to implement the friction compensation method for a steer-by-wire system as described in any one of claims 1 to 7.

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