Friction offset compensation method and device and vehicle

Abstract

The invention discloses a friction offset compensation method and device and a vehicle, and relates to the technical field of steering systems. The method comprises the steps that when a current driving condition meets a first preset condition, real-time friction torque is calculated at least based on the current driving condition, and the current driving condition is determined based on a steering wheel rotation angle, a steering wheel average rotation speed and a vehicle speed; when it is detected that a deviation occurs between the real-time friction torque and a preset reference friction torque, based on the real-time friction torque and the reference friction torque, a friction torque offset is obtained through calculation, and the reference friction torque is determined based on a preset driving working condition matched with the current driving working condition; and performing friction compensation on the steering system based on the friction torque offset and a preset basic friction torque. Self-adaptive friction learning and friction offset compensation can be achieved according to changes of the environment temperature, the mechanical state and the driving working condition, the original steering hand feeling can still be maintained even if a steering system is abraded, and the compensation effect and the driving experience are remarkably improved.

Description

Technical Field

[0001] This application belongs to the field of steering system technology, and particularly relates to a friction offset compensation method, device and vehicle. Background Technology

[0002] Electric power steering (EPS) systems utilize an electric motor to provide auxiliary torque, offering advantages such as energy efficiency, high performance, and flexible adjustment compared to traditional hydraulic power steering systems. However, friction exists within the system's mechanical structure, leading to issues like poor steering feel and discontinuous return to center. In extreme temperature environments or when the mechanical system's condition changes, system friction fluctuates, further exacerbating the feel differences and impacting driving consistency and comfort.

[0003] Existing friction compensation schemes mainly include basic friction compensation and its combination with friction learning compensation. However, a simple basic friction compensation scheme cannot adapt to dynamic changes in friction force. In the combined scheme, some studies remain at the theoretical formula level, lacking concrete implementation methods. Other studies, while achieving friction learning, only relate the compensation value to hand torque and motor torque, failing to dynamically adjust according to driving conditions, resulting in unsatisfactory actual compensation effects. Summary of the Invention

[0004] This application provides a friction bias compensation method, device, and vehicle, which can significantly improve the compensation effect and driving experience.

[0005] In a first aspect, embodiments of this application provide a friction bias compensation method, the method comprising:

[0006] When the current driving conditions meet the first preset condition, the real-time friction torque is calculated based on the current driving conditions, which are determined based on the steering wheel angle, the average steering wheel speed, and the vehicle speed.

[0007] When a deviation is detected between the real-time friction torque and the preset reference friction torque, the friction torque offset is calculated based on the real-time friction torque and the reference friction torque. The reference friction torque is determined based on a preset driving condition that matches the current driving condition.

[0008] Friction compensation is performed on the steering system based on the friction torque offset and the preset basic friction torque.

[0009] In a further embodiment, the real-time friction torque is calculated based at least on the current driving conditions, including:

[0010] Based on the current driving conditions and the direction of steering wheel rotation, the corresponding first friction value is determined, and the steering angle learning coefficient is calculated. The initial value of the first friction value is the reference friction torque.

[0011] Based on the first friction value and the steering angle learning coefficient, the second friction value corresponding to the steering wheel angle is calculated;

[0012] The friction adjustment coefficient is calculated based at least on the second friction value and the preset friction learning coefficient.

[0013] Based on the friction adjustment coefficient and the first friction value, the real-time friction torque is calculated, and the first friction value is updated to the real-time friction torque.

[0014] In a further embodiment, the method includes:

[0015] At least one preset driving condition is determined based on at least one steering wheel angle range, at least one average steering wheel speed range, and at least one vehicle speed range;

[0016] When it is detected that the current driving condition matches the first preset driving condition and the duration reaches the preset time threshold, it is determined that the current driving condition meets the first preset condition. The first preset driving condition is any one of at least one preset driving condition.

[0017] In a further embodiment, the method includes:

[0018] When the steering wheel angle, average steering wheel speed, and vehicle speed are detected to be within the steering wheel angle range, speed range, and vehicle speed range corresponding to the first preset driving condition, it is determined that the current driving condition matches the first preset driving condition, and the yaw rate and system temperature are monitored in real time.

[0019] When the current driving condition is detected to match the first preset driving condition, and the yaw rate and system temperature both meet the corresponding second preset conditions, a timer is started to record the duration.

[0020] In a further embodiment, the method further includes:

[0021] For any one of at least one preset driving conditions, in both forward and reverse driving conditions, the first friction value and the second friction value are calculated in real time based on the preset driving conditions and steering wheel steering, respectively.

[0022] Based on the first friction value and the second friction value, the average friction value is calculated, and a preset operation is performed on the average friction value to obtain the reference friction torque;

[0023] Within the preset driving conditions, the steering wheel is continuously switched between forward and reverse driving conditions, and then the first and second friction values ​​are calculated in real time based on the preset driving conditions and steering wheel steering, respectively.

[0024] When the reference friction torque meets the third preset condition, exit the step of continuously switching the forward and reverse driving conditions by controlling the steering wheel, and mark the reference friction torque as the reference friction torque corresponding to the preset driving condition.

[0025] In a further embodiment, a first friction value and a second friction value are calculated in real time, based at least on preset driving conditions and steering wheel steering, including:

[0026] Based on the preset driving conditions and steering wheel rotation direction, the corresponding forward and reverse friction values ​​are determined, and the steering angle learning coefficient is calculated. The initial values ​​of the forward and reverse friction values ​​are both zero.

[0027] Based on the forward friction value, the reverse friction value, and the steering angle learning coefficient, the first and second steering angle friction values ​​corresponding to the steering wheel angles are calculated respectively.

[0028] Based at least on the first angular friction value, the second angular friction value, and the preset friction learning coefficient, the first friction adjustment coefficient and the second friction adjustment coefficient are calculated respectively.

[0029] Based on the first friction adjustment coefficient and the second friction adjustment coefficient, the forward friction value and the reverse friction value are updated respectively to obtain the first friction value and the second friction value.

[0030] In a further embodiment, a first friction adjustment coefficient and a second friction adjustment coefficient are calculated based at least on a first angular friction value, a second angular friction value, and a preset friction learning coefficient, including:

[0031] Obtain the driver's operating torque and the torque at the end of the control column;

[0032] Based on the driver's operating torque, the column end torque, the first steering angle friction value, and the friction learning coefficient, the first friction adjustment coefficient is calculated, and

[0033] The second friction adjustment coefficient is calculated based on the driver's operating torque, the column end torque, the second steering angle friction value, and the friction learning coefficient.

[0034] In a further embodiment, the method further includes:

[0035] When the current driving condition is detected to switch from matching the first preset driving condition to matching the second preset driving condition, and the duration reaches a preset time threshold,

[0036] Based on the preset gradual rise and fall strategy, friction torque offset and basic friction torque, friction compensation is performed on the steering system;

[0037] Wherein, the first preset driving condition and the second preset driving condition are any two different preset driving conditions among at least one preset driving condition.

[0038] Secondly, embodiments of this application provide a friction bias compensation device, the device comprising:

[0039] The first calculation module is used to calculate the real-time friction torque based at least on the current driving conditions when the current driving conditions meet the first preset conditions. The current driving conditions are determined based on the steering wheel angle, the average steering wheel speed, and the vehicle speed.

[0040] The second calculation module is used to calculate the friction torque offset based on the real-time friction torque and the preset reference friction torque when a deviation between the real-time friction torque and the preset reference friction torque is detected. The reference friction torque is determined based on a preset driving condition that matches the current driving condition.

[0041] The friction compensation module is used to perform friction compensation on the steering system based on the friction torque offset and the preset basic friction torque.

[0042] Thirdly, embodiments of this application provide an electronic device, the device including: a processor and a memory storing computer program instructions; the processor, when executing the computer program instructions, implements the friction bias compensation method as described above.

[0043] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer program instructions, which, when executed by a processor, implement the friction bias compensation method as described above.

[0044] Fifthly, embodiments of this application provide a computer program product in which instructions, when executed by the processor of an electronic device, cause the electronic device to perform any of the above-mentioned friction bias compensation methods.

[0045] Sixthly, embodiments of this application provide a vehicle including at least one processor and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the at least one processor implements the friction bias compensation method as described above by executing the instructions stored in the memory.

[0046] Invention Function and Effect

[0047] The friction offset compensation method, device, and vehicle of this application embodiment include: when the current driving condition meets a first preset condition, calculating a real-time friction torque based on the current driving condition, which is determined based on steering wheel angle, average steering wheel speed, and vehicle speed; when a deviation is detected between the real-time friction torque and a preset reference friction torque, calculating a friction torque offset based on the real-time friction torque and the reference friction torque, which is determined based on a preset driving condition that matches the current driving condition; and performing friction compensation on the steering system based on the friction torque offset and the preset basic friction torque. Thus, in this application embodiment, by dynamically identifying the driving condition through real-time monitoring of steering wheel angle, speed, and vehicle speed, and calculating the deviation between the real-time friction torque and the reference value, and by dynamically generating a friction torque offset and combining it with a preset basic friction torque for compensation, the friction offset can be adaptively adjusted for different driving conditions. Even after the steering system wears down, the original steering feel can still be maintained, significantly improving the compensation effect and driving experience. Furthermore, the embodiments of this application also consider the effects of changes in ambient temperature and mechanical condition, ensuring that the compensation strategy always matches the actual working conditions, thereby further improving system reliability and driving comfort. Attached Figure Description

[0048] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0049] Figure 1 This is one of the flowcharts illustrating the friction bias compensation method provided in the embodiments of this application;

[0050] Figure 2 This is a second schematic flowchart of the friction bias compensation method provided in the embodiments of this application;

[0051] Figure 3 This is the third schematic flowchart of the friction bias compensation method provided in the embodiments of this application;

[0052] Figure 4 This is the fourth flowchart of the friction bias compensation method provided in the embodiments of this application;

[0053] Figure 5 This is a schematic diagram of the friction bias compensation device provided in the embodiments of this application;

[0054] Figure 6 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0055] The features and exemplary embodiments of various aspects of this application will be described in detail below. To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain this application and not to limit it. For those skilled in the art, this application can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this application by illustrating examples.

[0056] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes the element.

[0057] To address the problems of the prior art, embodiments of this application provide a friction bias compensation method, apparatus, and vehicle. The friction bias compensation method provided in this application embodiment will be described first below. Figure 1 This document illustrates one of the flowcharts of the friction bias compensation method provided in an embodiment of this application, as shown below. Figure 1 As shown, the method includes the following steps:

[0058] S101. When the current driving condition meets the first preset condition, the real-time friction torque is calculated based at least on the current driving condition, which is determined based on the steering wheel angle, the average steering wheel speed, and the vehicle speed.

[0059] In this embodiment, the steering wheel angle, average steering wheel speed, and vehicle speed are each divided into at least one interval, constructing a three-dimensional driving condition space defined by these three parameters. At least one preset driving condition is determined based on at least one steering wheel angle interval, at least one average steering wheel speed interval, and at least one vehicle speed interval. Each preset driving condition corresponds to a specific combination of the steering wheel angle interval, average steering wheel speed interval, and vehicle speed interval.

[0060] Figure 2This is a second schematic flowchart of the friction bias compensation method provided in an embodiment of this application, which details the process of determining whether the current driving condition meets the friction learning conditions, such as... Figure 2 As shown, when the current driving condition is detected to match the first preset driving condition and the duration reaches the preset time threshold, it is determined that the current driving condition meets the first preset condition, thereby ensuring the accuracy of the condition determination. The first preset driving condition is any one of at least one preset driving condition.

[0061] When the vehicle's current steering wheel angle, average steering wheel speed, and vehicle speed are detected to be within the steering wheel angle range, speed range, and speed range corresponding to the first preset driving condition, it is determined that the current driving condition matches the first preset driving condition, and the yaw rate is monitored in real time. If the yaw rate and system temperature are both within their respective constraint ranges, it is determined that they meet the corresponding second preset condition. Timing is initiated only when the current driving condition matches the first preset driving condition, and both the yaw rate and system temperature meet the corresponding second preset condition, to record the duration. It is understood that during the timing process, if either the yaw rate or system temperature exceeds the constraint range, the timing will reset until both conditions are simultaneously met again before timing resumes.

[0062] Among them, the yaw rate can determine the mechanical state of the vehicle, and the system temperature can reflect the current ambient temperature of the vehicle. Timing is only started when both are within their respective constraints. Friction compensation can be paused in extreme temperatures or abnormal mechanical conditions, which not only optimizes the driving experience but also greatly improves driving safety, solving the problem of compensation deviation caused by ignoring changes in the environment and mechanical state in traditional solutions.

[0063] When the current driving condition is detected to meet the first preset condition, it is determined that the friction learning condition is met, and at this time, friction learning is enabled. Figure 3 The third schematic diagram of the friction bias compensation method provided in this application is shown. Figure 3As shown, in the friction learning enabled state, the system performs friction learning based at least on the current driving conditions to calculate the real-time friction torque: First, based on the current driving conditions and the steering wheel rotation direction, the corresponding first friction value is determined, and the steering angle learning coefficient is calculated. The initial value of the first friction value is the reference friction torque. Specifically, in this embodiment, a buffer with dimensions (2m, n+1) is defined to store the learned average friction value. Here, m represents the number of vehicle speed intervals; since the friction values ​​for forward and reverse steering need to be counted separately, there are 2m rows; n+1 represents the number of steering angle breakpoints, and n is the number of steering wheel angle intervals. For a specific vehicle speed interval, steering wheel angle interval, and rotation direction, the learned friction value will be stored in the corresponding unique position in the buffer.

[0064] In the friction learning enabled state, the system first determines the buffer position corresponding to the current operating condition and rotation direction based on the current vehicle speed, steering wheel angle, and rotation direction. Then, it retrieves the corresponding real-time friction value (i.e., the first friction value mentioned above) from that position: if the steering wheel is turning clockwise, then f is retrieved. a,b and f a,b+1 If it is a reversal, then take f. a+1,b and f a+1,b+1 This application uses the example of steering wheel rotation in the forward direction to illustrate the specific process of friction learning. When the steering wheel rotates in the reverse direction, the friction learning steps can be performed in accordance with the learning method in the case of steering wheel rotation in this application.

[0065] It should be noted that if the vehicle is powered on for the first time, the system will initialize the buffer storing the real-time friction torque and the reference friction torque to the reference friction torque value that has been successfully learned. Therefore, the real-time friction torque obtained at this time is the same as the reference friction torque. However, when the vehicle is powered on for the first time, the system will initialize the real-time friction torque buffer to the real-time friction torque value stored in the non-volatile memory (NVM).

[0066] While obtaining the corresponding friction value, the system calculates a learning coefficient α between 0 and 1 that varies linearly with the steering angle, based on the position of the current steering wheel angle within the corresponding steering wheel angle range. For example, if the steering wheel angle range in the current driving condition is (10, 20), and the steering wheel angle is 12 degrees, the learning coefficient α = (12-10) / (20-10) = 0.2.

[0067] Subsequently, based on the first friction value and the steering angle learning coefficient, the second friction value corresponding to the steering wheel angle is calculated. In this embodiment, a linear method is used to calculate the second friction value f corresponding to the current steering wheel angle. tmp The calculation formula is as follows:

[0068] ftmp = (1-α)*f a,b +α*f a,b+1

[0069] The second friction value f corresponding to the current steering wheel angle is calculated. tmp Subsequently, at least based on the second friction value f tmp The friction adjustment coefficient Err is calculated using the preset friction learning coefficient FricLrngGain. Specifically, this step involves obtaining the driver's operating torque HwTq and the column end torque TmCmdCol, and calculating the total load torque SysFric of the steering system using the formula: SysFric=HwTq+TmCmdCol.

[0070] Subsequently, based on the total load torque SysFric and the second friction value f tmp The friction adjustment coefficient Err is calculated using the preset friction learning coefficient FricLrngGain, and the calculation formula is as follows:

[0071] Err=(SysFric-f tmp )*FricLrngGain

[0072] It is important to note that FricLrngGain, as the frictional learning coefficient, directly affects the system's learning performance: a larger value results in faster learning speed but may lead to oscillations; a smaller value results in slower learning speed but more stable operation. This application does not impose any restrictions on the specific value of FricLrngGain, which can be adaptively adjusted according to requirements in practical applications.

[0073] Finally, based on the friction adjustment coefficient and the first friction value, the real-time friction torque is calculated, and the first friction value is updated to the real-time friction torque. Specifically, in this embodiment, the friction adjustment coefficient Err is used to update f. a,b and f a,b+1 The updated value is then stored in the corresponding location of the buffer. The update formula is as follows:

[0074] f a,b_new = (1-α)*Err+f a,b ;f a,b+1_new =α*Err+f a,b+1

[0075] S102. When a deviation is detected between the real-time friction torque and the preset reference friction torque, the friction torque offset is calculated based on the real-time friction torque and the reference friction torque. The reference friction torque is determined based on a preset driving condition that matches the current driving condition.

[0076] During the triboelectric learning process, any factor affecting the system state will cause a deviation between the real-time frictional torque and the reference frictional torque. For example... Figure 3 As shown, when a deviation between the real-time friction torque and the reference friction torque is detected, the difference between the two is calculated as the friction torque offset, which can provide a basis for subsequent adjustment and control.

[0077] Furthermore, when triboelectric learning is enabled and the calculated triboelectric bias changes, the triboelectric bias value stored in NVM is updated. When triboelectric learning is disabled or learning is enabled but the calculated triboelectric bias value does not change, the output retains the previous stored value of NVM and the NVM value is not updated.

[0078] It should be noted that the embodiments of this application include a debugging phase, which is used to determine the reference friction torque corresponding to each preset driving condition. Through the calibration in the debugging phase, reference values ​​under different driving conditions can be established, thereby providing an accurate reference standard for friction learning in actual operation. Figure 4 The fourth schematic flowchart of the friction bias compensation method provided in this application embodiment is shown, which details the process for determining the reference friction torque in this application embodiment, such as... Figure 4 As shown, during the debugging phase, for any one of at least one preset driving conditions, friction learning is performed under both forward and reverse driving conditions, based on at least the preset driving conditions and steering wheel direction, to calculate the first and second friction values ​​in real time. It is important to note that each friction learning process is performed only for a single steering wheel direction (forward or reverse). This process will be repeated in subsequent steps to determine the reference friction torque, executing the same procedure under both forward and reverse driving conditions.

[0079] In this embodiment, firstly, based at least on preset driving conditions and steering wheel rotation direction, the corresponding forward and reverse friction values ​​are determined, and a steering angle learning coefficient is calculated. The initial values ​​of both the forward and reverse friction values ​​are zero. Next, based on the forward and reverse friction values ​​and the steering angle learning coefficient, a first steering angle friction value and a second steering angle friction value corresponding to the steering wheel rotation angle are calculated, respectively. Then, based at least on the first and second steering angle friction values ​​and the preset friction learning coefficient, a first friction adjustment coefficient and a second friction adjustment coefficient are calculated, respectively. Finally, based on the first and second friction adjustment coefficients, the forward and reverse friction values ​​are updated, respectively, to obtain the first and second friction values.

[0080] Specifically, when calculating the first friction adjustment coefficient and the second friction adjustment coefficient based at least on the first angular friction value, the second angular friction value, and a preset friction learning coefficient, the process includes: acquiring the driver's operating torque and the column end torque. The first friction adjustment coefficient is calculated based on the driver's operating torque, the column end torque, the first angular friction value, and the friction learning coefficient; similarly, the second friction adjustment coefficient is calculated based on the driver's operating torque, the column end torque, the second angular friction value, and the friction learning coefficient.

[0081] It is worth noting that in this embodiment, the friction learning method for determining the first friction value and the second friction value corresponding to each preset driving condition is the same as the friction learning method for calculating the real-time friction torque. The specific calculation process and formula can be referred to the above description of the calculation steps for the real-time friction torque, and will not be repeated here.

[0082] After learning the first and second friction values ​​corresponding to forward and reverse steering of the steering wheel under preset operating conditions under friction-enabled conditions, the average friction value Fric_Avrg is calculated based on the first and second friction values. The calculation formula is as follows:

[0083] Fric_Avrg=(f a,b +f a,b+1 +f a+1,b +f a+1,b+1 ) / 4,

[0084] Then, preset operations (such as filtering and limiting) are performed on the average friction value Fric_Avrg to obtain the initial reference friction torque.

[0085] Subsequently, within the preset driving conditions, the steering wheel is repeatedly turned left and right to continuously switch between forward and reverse driving conditions. Then, the process returns to the previous step of calculating the first friction value and the second friction value in real time based on the preset driving conditions and steering wheel direction, until Fric_Avrg becomes stable and the fluctuation is within an acceptable range.

[0086] When the reference friction torque tends to stabilize and the fluctuation is within an acceptable range, it is determined that it meets the third preset condition. At this time, the step of continuously switching the forward and reverse driving conditions by controlling the steering wheel is exited, the friction learning of this preset driving condition ends, and the final reference friction torque is marked as the reference friction torque corresponding to the preset driving condition.

[0087] S103. Based on the friction torque offset and the preset basic friction torque, perform friction compensation on the steering system.

[0088] The basic friction compensation uses a fixed value set by a fixed friction compensation curve. However, in actual operation, friction characteristics change due to factors such as temperature variations and mechanical wear. Specifically, this embodiment of the application pre-calibrates the reference friction torque through friction learning. During actual vehicle operation, the real-time friction torque is calculated through friction learning. After calculating the friction torque offset based on the real-time friction torque and the reference friction torque, the friction torque offset is superimposed on the basic friction compensation. This achieves adaptive compensation, reduces control errors caused by changes in friction characteristics, makes friction compensation more accurate, and ensures that the system maintains its original steering feel even when wear occurs.

[0089] The friction offset compensation method, device, and vehicle of this application embodiment include: when the current driving condition meets a first preset condition, calculating a real-time friction torque based on the current driving condition, which is determined based on steering wheel angle, average steering wheel speed, and vehicle speed; when a deviation is detected between the real-time friction torque and a preset reference friction torque, calculating a friction torque offset based on the real-time friction torque and the reference friction torque, which is determined based on a preset driving condition that matches the current driving condition; and performing friction compensation on the steering system based on the friction torque offset and the preset basic friction torque. Thus, in this application embodiment, by dynamically identifying the driving condition through real-time monitoring of steering wheel angle, speed, and vehicle speed, and calculating the deviation between the real-time friction torque and the reference value, and by dynamically generating a friction torque offset and combining it with a preset basic friction torque for compensation, the friction offset can be adaptively adjusted for different driving conditions. Even after the steering system wears down, the original steering feel can still be maintained, significantly improving the compensation effect and driving experience. Furthermore, the embodiments of this application also consider the effects of changes in ambient temperature and mechanical condition, ensuring that the compensation strategy always matches the actual working conditions, thereby further improving system reliability and driving comfort.

[0090] Furthermore, in this embodiment, when the current driving condition is detected to switch from matching a first preset driving condition to matching a second preset driving condition, and the duration reaches a preset time threshold, friction compensation is performed on the steering system based on a preset gradual ascent / descent strategy, friction torque offset, and base friction torque. The first and second preset driving conditions are any two different preset driving conditions from at least one preset driving condition. Thus, when the vehicle switches between different speeds, steering wheel angles, and average steering wheel rotation speeds, a smooth transition in friction offset compensation can be ensured, effectively avoiding discontinuous steering wheel feel caused by sudden changes in friction offset, thereby improving the driving experience.

[0091] Based on the friction bias compensation method provided in the above embodiments, this application also provides specific implementation methods of the friction bias compensation device. Please refer to the following embodiments.

[0092] like Figure 5 As shown in the embodiment of this application, the friction bias compensation device includes:

[0093] The first calculation module 501 is used to calculate the real-time friction torque based on the current driving conditions when the current driving conditions meet the first preset conditions. The current driving conditions are determined based on the steering wheel angle, the average steering wheel speed, and the vehicle speed.

[0094] The second calculation module 502 is used to calculate the friction torque offset based on the real-time friction torque and the reference friction torque when a deviation between the real-time friction torque and the preset reference friction torque is detected. The reference friction torque is determined based on a preset driving condition that matches the current driving condition.

[0095] Friction compensation module 503 is used to perform friction compensation on the steering system based on the friction torque offset and the preset basic friction torque.

[0096] Figure 6 A schematic diagram of the hardware structure of the electronic device provided in an embodiment of this application is shown.

[0097] An electronic device may include a processor 601 and a memory 602 storing computer program instructions.

[0098] Specifically, the processor 601 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0099] Memory 602 may include mass storage for data or instructions. For example, and not limitingly, memory 602 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 602 may include removable or non-removable (or fixed) media. Where appropriate, memory 602 may be internal or external to the integrated gateway disaster recovery device. In a particular embodiment, memory 602 is non-volatile solid-state memory.

[0100] In a particular embodiment, memory 602 may include read-only memory (ROM), random access memory (RAM), disk storage media device, optical storage media device, flash memory device, electrical, optical, or other physical / tangible memory storage device. Thus, generally, memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the method according to one aspect of this disclosure.

[0101] The processor 601 reads and executes computer program instructions stored in the memory 602 to implement any of the friction bias compensation methods in the above embodiments.

[0102] In one example, the electronic device may also include a communication interface 603 and a bus 610. For example, Figure 6 As shown, the processor 601, memory 602, and communication interface 603 are connected through bus 610 and complete communication with each other.

[0103] The communication interface 603 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0104] Bus 610 includes hardware, software, or both, that couples components of an electronic device together. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or combinations of two or more of these. Where appropriate, bus 610 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, any suitable bus or interconnect is contemplated herein.

[0105] The electronic device can perform the friction bias compensation method in the embodiments of this application, thereby achieving a combination Figure 1 and Figure 5 The friction bias compensation method and apparatus are described.

[0106] Furthermore, in conjunction with the friction bias compensation methods in the above embodiments, this application embodiment can provide a computer-readable storage medium for implementation. This computer-readable storage medium stores computer program instructions; when executed by a processor, these computer program instructions implement any of the friction bias compensation methods in the above embodiments.

[0107] In conjunction with the friction bias compensation method in the above embodiments, this application embodiment can provide a computer program product, in which the instructions of the computer program product, when executed by the processor of an electronic device, cause the electronic device to perform any of the above friction bias compensation methods.

[0108] In conjunction with the friction bias compensation method in the above embodiments, this application embodiment can provide a vehicle to implement it. The vehicle includes at least one of the following: the friction bias compensation device as described above; the computer-readable storage medium as described above; the computer program product as described above; a processor and a memory storing computer program instructions; the processor, when executing the computer program instructions, implements the friction bias compensation method as described above.

[0109] It should be clarified that this application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of this application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of this application.

[0110] The functional blocks shown in the above block diagram can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, they can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. Programs or code segments can be stored on a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried on a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, fiber optic media, radio frequency (RF) links, etc. Code segments can be downloaded via computer networks such as the Internet, intranets, etc.

[0111] It should also be noted that the exemplary embodiments mentioned in this application describe methods or systems based on a series of steps or apparatus. However, this application is not limited to the order of the above steps; that is, the steps can be performed in the order mentioned in the embodiments, or in a different order, or several steps can be performed simultaneously.

[0112] The aspects of this disclosure have been described above with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block in the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that these instructions, executable via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions / actions specified in one or more blocks of the flowchart illustrations and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It is also understood that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by special-purpose hardware performing the specified functions or actions, or can be implemented by a combination of special-purpose hardware and computer instructions.

[0113] The above are merely specific embodiments of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A friction bias compensation method, characterized in that, The method includes: When the current driving condition meets the first preset condition, the real-time friction torque is calculated based at least on the current driving condition, which is determined based on the steering wheel angle, the average steering wheel speed, and the vehicle speed. When a deviation is detected between the real-time friction torque and the preset reference friction torque, the friction torque offset is calculated based on the real-time friction torque and the reference friction torque. The reference friction torque is determined based on a preset driving condition that matches the current driving condition. Friction compensation is performed on the steering system based on the aforementioned friction torque offset and the preset basic friction torque.

2. The friction bias compensation method according to claim 1, characterized in that, The calculation of the real-time friction torque, based at least on the current driving conditions, includes: Based on the current driving conditions and the steering wheel rotation direction, a corresponding first friction value is determined, and the steering angle learning coefficient is calculated. The initial value of the first friction value is the reference friction torque. Based on the first friction value and the steering angle learning coefficient, the second friction value corresponding to the steering wheel angle is calculated; The friction adjustment coefficient is calculated based at least on the second friction value and the preset friction learning coefficient; Based on the friction adjustment coefficient and the first friction value, the real-time friction torque is calculated, and the first friction value is updated to the real-time friction torque.

3. The friction bias compensation method according to claim 1, characterized in that, The method includes: At least one of the preset driving conditions is determined based on at least one steering wheel angle range, at least one steering wheel average speed range, and at least one vehicle speed range; When it is detected that the current driving condition matches the first preset driving condition and the duration reaches a preset time threshold, it is determined that the current driving condition meets the first preset condition, wherein the first preset driving condition is any one of the at least one preset driving conditions.

4. The friction bias compensation method according to claim 3, characterized in that, The method includes: When the steering wheel angle, the average steering wheel speed, and the vehicle speed are detected to be within the steering wheel angle range, speed range, and vehicle speed range corresponding to the first preset driving condition, it is determined that the current driving condition matches the first preset driving condition, and the yaw rate and system temperature are monitored in real time. When it is detected that the current driving condition matches the first preset driving condition, and the yaw rate and the system temperature both meet the corresponding second preset conditions, a timer is started to record the duration.

5. The friction bias compensation method according to claim 1, characterized in that, The method further includes: For any one of the preset driving conditions, in both forward and reverse driving conditions, the first friction value and the second friction value are calculated in real time based on at least the preset driving conditions and the steering wheel direction. Based on the first friction value and the second friction value, the average friction value is calculated, and a preset operation is performed on the average friction value to obtain the reference friction torque; Within the preset driving conditions, the steering wheel is controlled to continuously switch between the forward and reverse driving conditions, and then the process returns to the step of calculating the first friction value and the second friction value in real time based on the preset driving conditions and the steering wheel direction, respectively. When the reference friction torque meets the third preset condition, exit the step of continuously switching the forward and reverse driving conditions by controlling the steering wheel, and mark the reference friction torque as the reference friction torque corresponding to the preset driving condition.

6. The friction bias compensation method according to claim 5, characterized in that, The calculation of the first friction value and the second friction value in real time, based at least on the preset driving conditions and steering wheel steering, includes: Based on the preset driving conditions and steering wheel rotation direction, the corresponding forward friction value and reverse friction value are determined, and the steering angle learning coefficient is calculated. The initial values ​​of the forward friction value and the reverse friction value are both zero. Based on the forward friction value, the reverse friction value, and the steering angle learning coefficient, the first steering angle friction value and the second steering angle friction value corresponding to the steering wheel angle are calculated respectively. Based at least on the first angular friction value, the second angular friction value, and the preset friction learning coefficient, the first friction adjustment coefficient and the second friction adjustment coefficient are calculated respectively. Based on the first friction adjustment coefficient and the second friction adjustment coefficient, the forward friction value and the reverse friction value are updated respectively to obtain the first friction value and the second friction value.

7. The friction bias compensation method according to claim 6, characterized in that, The calculation of the first friction adjustment coefficient and the second friction adjustment coefficient, based at least on the first angular friction value, the second angular friction value, and a preset friction learning coefficient, includes: Obtain the driver's operating torque and the torque at the end of the control column; Based on the driver's operating torque, the column end torque, the first steering angle friction value, and the friction learning coefficient, the first friction adjustment coefficient is calculated, and The second friction adjustment coefficient is calculated based on the driver's operating torque, the column end torque, the second angular friction value, and the friction learning coefficient.

8. The friction bias compensation method according to claim 1, characterized in that, The method further includes: When it is detected that the current driving condition has switched from matching the first preset driving condition to matching the second preset driving condition, and the duration of this switch reaches a preset time threshold, Based on the preset gradual rise and fall strategy, the friction torque offset, and the basic friction torque, friction compensation is performed on the steering system. Wherein, the first preset driving condition and the second preset driving condition are any two different preset driving conditions among at least one preset driving condition.

9. A friction bias compensation device, characterized in that, The device includes: The first calculation module is used to calculate the real-time friction torque based at least on the current driving conditions when the current driving conditions meet the first preset conditions. The current driving conditions are determined based on the steering wheel angle, the average steering wheel speed, and the vehicle speed. The second calculation module is used to calculate the friction torque offset based on the real-time friction torque and the preset reference friction torque when a deviation is detected between the real-time friction torque and the preset reference friction torque. The reference friction torque is determined based on a preset driving condition that matches the current driving condition. The friction compensation module is used to perform friction compensation on the steering system based on the friction torque offset and the preset basic friction torque.

10. A vehicle, characterized in that, The vehicle includes: a processor and a memory storing computer program instructions; the processor, when executing the computer program instructions, implements the friction bias compensation method as described in any one of claims 1-8.

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