A steering wheel vibration control system and method based on an active control strategy

Abstract

The application discloses a kind of automobile steering wheel vibration control system and method based on active control strategy, steering wheel position signal is obtained by steering wheel position sensor, and the steering wheel position information obtained is sent to steering wheel vibration control module;Call steering wheel position modal distribution database, obtain the modal parameter corresponding to steering wheel at this moment according to steering wheel position signal;Vehicle ECU signal is detected, and power system speed, torque, power signal is obtained;Determine whether power system excitation frequency and steering wheel modal interval satisfy low vibration requirement, such as power system excitation frequency and steering wheel modal interval do not satisfy low vibration requirement, according to the excitation frequency and modal frequency of resonance avoidance module Avoid frequency standard side, generate the parameter information of adjusting power system torque, power, speed signal input to ECU control mode, so that power system operating parameter is adjusted to the required speed, torque, power, realizes power system and steering wheel modal frequency avoidance.

Description

Technical Field

[0001] This invention belongs to the field of automotive steering wheel vibration control, specifically relating to an automotive steering wheel vibration control system and method based on an active control strategy. Background Technology

[0002] With the development of the automotive industry, the vibration and noise quality of automobiles is getting higher and higher. According to JD Power statistics, steering wheel vibration is a major concern for users. In hybrid vehicles, the engine speed is generally between 700-1400rpm, and the steering wheel mode is generally between 35-45 degrees. This can easily cause resonance between the engine ignition excitation frequency and the steering wheel mode, making steering wheel vibration control more difficult than in traditional vehicles.

[0003] Within the industry, all automakers consider steering wheel vibration a primary NVH (Noise, Vibration, and Harshness) target for vehicle control. To reduce steering wheel vibration, many vehicles add dynamic vibration absorbers to the steering wheel area to achieve frequency avoidance and vibration reduction. However, vibration absorbers have two major disadvantages: firstly, each absorber adds tens of yuan in material costs and several kilograms of weight; secondly, for the same vehicle, different steering wheel positions (especially adjustable steering wheels) result in different steering wheel modes, while the vibration absorber's mode remains fixed, leading to variations in vibration reduction effectiveness at different steering wheel positions. For customers, different steering wheel positions will result in perceived different steering wheel vibration amplitudes.

[0004] In similar literature (CN201922401791.X), a method of adding shock absorbers to the steering wheel is used to avoid resonance and reduce vibration response by changing the structural modes of the steering wheel system, thereby reducing steering wheel vibration. This invention patent uses the method of changing the mechanical structural modes to reduce steering wheel vibration. However, it has the following problems: the addition of shock absorbers increases the overall cost of the steering wheel; furthermore, because the structural modes of the steering wheel differ depending on its position, the vibration amplitude of the steering wheel will vary at different positions. Summary of the Invention

[0005] To address the aforementioned problems in existing technologies, this invention provides a vehicle steering wheel vibration control system and method based on an active control strategy. By identifying the steering wheel position and analyzing the natural frequencies of different steering wheel positions, different engine speed control strategies are implemented to achieve frequency avoidance between the engine excitation frequency and the steering wheel modes, thereby reducing steering wheel vibration. This invention's frequency avoidance method based on an active control strategy avoids the steering wheel resonance region and reduces steering wheel vibration, which has significant guiding implications for hybrid vehicles.

[0006] The objective of this invention is achieved through the following technical solution:

[0007] As one aspect of the present invention, a car steering wheel vibration control system based on an active control strategy is provided, comprising:

[0008] The steering wheel assembly includes a steering wheel position sensor for acquiring steering wheel position signals and sending the acquired steering wheel position signals to the steering wheel vibration control module;

[0009] The steering wheel position modal distribution database contains steering wheel modal frequency data corresponding to different steering wheel positions, which can be called by the steering wheel vibration control module.

[0010] The vehicle ECU is used to acquire the vehicle's powertrain speed, torque, and power signals and send them to the steering wheel vibration control module; and to adjust the powertrain speed, torque, and power based on the powertrain parameter information sent by the steering wheel vibration control module.

[0011] The resonance avoidance module has excitation frequency and modal frequency avoidance criterion data, which reflects the low vibration engine operating point corresponding to different steering wheel positions of the vehicle, and is available for the steering wheel vibration control module to call.

[0012] The steering wheel vibration control module is communicatively connected to the steering wheel position sensor, the steering wheel position modal distribution database, the vehicle ECU, and the resonance avoidance module. The steering wheel vibration control module uses the steering wheel position signal to call the steering wheel position modal distribution database to obtain the modal parameters corresponding to the steering wheel at this moment. It then combines the power system speed and torque information to determine whether the power system excitation frequency and the steering wheel modal interval meet the low vibration requirements. If the low vibration requirements are not met, the module generates power system parameter information based on the excitation frequency and modal frequency avoidance criteria of the resonance avoidance module and inputs it to the vehicle ECU for power system control.

[0013] Furthermore, the steering wheel vibration control module includes:

[0014] The modal recognition unit acquires the steering wheel position signal collected by the steering wheel position sensor, calls the steering wheel position modal distribution database, and obtains the modal parameters corresponding to the steering wheel at this moment based on the steering wheel position signal.

[0015] The low vibration judgment unit uses the steering wheel modal data obtained by the modal recognition unit and the power system speed and torque information obtained by the vehicle ECU to calculate the frequency interval between the excitation frequency and the modal frequency, and judges whether the power system excitation frequency and the steering wheel modal interval meet the low vibration requirements based on the frequency interval.

[0016] The powertrain parameter setting unit determines the risk of resonance between the powertrain excitation frequency and modal frequency under the current steering wheel mode based on the excitation frequency and modal frequency avoidance criteria of the resonance avoidance module, and generates powertrain parameter information to adjust the torque, power, and speed signals of the powertrain; the powertrain parameter information is then input to the vehicle ECU.

[0017] As another aspect of the present invention, a control method for an automotive steering wheel vibration control system based on an active control strategy is provided, characterized by comprising the following steps:

[0018] Step 1: Vibration control activation: When the steering wheel position is adjusted, the steering wheel vibration control module is activated, and the steering wheel vibration control module obtains signals from the steering wheel position sensor;

[0019] Step 2: Steering wheel position signal acquisition: The steering wheel position signal is acquired through the steering wheel position sensor, and the acquired steering wheel position information is sent to the steering wheel vibration control module;

[0020] Step 3: Steering wheel modal recognition: The steering wheel vibration control module calls the steering wheel position modal distribution database to obtain the modal parameters corresponding to the steering wheel at this moment based on the steering wheel position signal;

[0021] Step 4: Detect vehicle ECU signals to obtain powertrain speed, torque, and power signals, and send them to the steering wheel vibration control module;

[0022] Step 5: Determine whether the excitation frequency of the power system and the steering wheel modal interval meet the low vibration requirements: The low vibration judgment unit of the steering wheel vibration control module uses the steering wheel modal data obtained in Step 3 and the power system speed and torque information obtained in Step 4 to determine whether the excitation frequency of the power system and the steering wheel modal interval meet the low vibration requirements. If the excitation frequency of the power system and the steering wheel modal interval do not meet the low vibration requirements, then Step 5 is executed.

[0023] Step Six: Resonance Avoidance Control: Based on the excitation frequency and modal frequency avoidance criteria of the resonance avoidance module, the steering wheel vibration control module determines the risk of resonance between the power system excitation frequency and modal frequency under the current steering wheel mode. It generates parameter information to adjust the torque, power, and speed signals of the power system and inputs the power system parameter information to the ECU control mode, so that the power system operating parameters are adjusted to the required speed, torque, and power, thereby achieving frequency avoidance between the power system and steering wheel modes.

[0024] Furthermore, the process of establishing the steering wheel position modal distribution database is as follows: by testing the modalities of the vehicle steering wheel installation state at different steering wheel positions, the steering wheel modal frequencies corresponding to different steering wheel positions are obtained, and a steering wheel position modal distribution database is established.

[0025] Furthermore, the method for determining whether the excitation frequency of the power system and the modal interval of the steering wheel meet the low vibration requirements in step five is as follows: the steering wheel vibration control module calculates the frequency interval between the excitation frequency and the modal frequency through the steering wheel modal data and the speed and torque information of the power system. If the frequency interval between the excitation frequency and the modal frequency exceeds the safe frequency interval, then the low vibration requirements are met.

[0026] Furthermore, the safe frequency interval is a preset value.

[0027] Furthermore, the process of establishing the excitation frequency and modal frequency avoidance criterion is as follows:

[0028] 1) Select a prototype vehicle and test the modal data of the steering wheel at different steering wheel positions;

[0029] 2) In the vehicle configuration, draw a steering wheel modal distribution diagram based on different steering wheel positions;

[0030] 3) Test the steering wheel vibration data under engine idling conditions, different steering wheel positions, and different engine speeds;

[0031] 4) Subjective vibration evaluation scores were given for different steering wheel positions, and a graph showing the relationship between subjective evaluation and steering wheel position was drawn.

[0032] 5) Draw the steering wheel modal distribution diagram for different steering wheel positions;

[0033] 6) Based on the subjective evaluation results of steering wheel vibration, formulate a table showing the correspondence between steering wheel vibration and subjective evaluation;

[0034] 7) Based on the steering wheel modal distribution diagram, idle steering wheel vibration amplitude data, and the table of correspondence between steering wheel vibration and subjective evaluation, draw three-dimensional data diagrams of steering wheel vibration under different steering wheel positions and different engine speed conditions;

[0035] 8) Based on the three-dimensional data diagram of steering wheel vibration, determine the low-vibration engine operating conditions corresponding to different steering wheel positions, and use the above correspondence as the criterion for avoiding resonance between excitation frequency and modal frequency.

[0036] The present invention has the following beneficial effects:

[0037] This invention provides a vehicle steering wheel vibration control system and method based on an active control strategy. Through the active control strategy, the steering wheel position is identified, the steering wheel modal database is called, and the excitation frequency of the powertrain is adjusted to avoid resonance between the excitation frequency and the inherent modal of the steering wheel, thereby reducing the vibration of the steering wheel.

[0038] A resonance avoidance criterion between excitation frequency and modal frequency was established for the control strategy. Under specific working conditions, the magnitude of steering wheel vibration is kept at the same level when the steering wheel is in different positions.

[0039] The core benefit is that the hardware vibration absorber achieves frequency reduction through an active control strategy, while also solving the problem of different vibrations at different steering wheel positions in previous technologies. Attached Figure Description

[0040] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the content of the embodiments of the present invention and these drawings without creative effort.

[0041] Figure 1 This is a block diagram illustrating the principle of an automotive steering wheel vibration control system based on an active control strategy, as described in Embodiment 1 of the present invention.

[0042] Figure 2 This is a flowchart of a method for controlling the vibration of a car steering wheel based on an active control strategy, as described in Embodiment 2 of the present invention.

[0043] Figure 3 The flowchart for establishing the excitation frequency and modal frequency resonance avoidance quasi-side in Embodiment 2 of the present invention is shown. Detailed Implementation

[0044] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0045] Example 1

[0046] like Figure 1 As shown, a car steering wheel vibration control system based on an active control strategy includes:

[0047] The steering wheel assembly includes a steering wheel position sensor for acquiring steering wheel position signals and sending the acquired steering wheel position signals to the steering wheel vibration control module;

[0048] The steering wheel position modal distribution database contains steering wheel modal frequency data corresponding to different steering wheel positions, which can be called by the steering wheel vibration control module.

[0049] The vehicle ECU is used to acquire the vehicle's powertrain speed, torque, and power signals and send them to the steering wheel vibration control module; and to adjust the powertrain speed, torque, and power based on the powertrain parameter information sent by the steering wheel vibration control module.

[0050] The resonance avoidance module has excitation frequency and modal frequency avoidance criterion data, which reflects the low vibration engine operating point corresponding to different steering wheel positions of the vehicle, and is available for the steering wheel vibration control module to call.

[0051] The steering wheel vibration control module is communicatively connected to the steering wheel position sensor, the steering wheel position modal distribution database, the vehicle ECU, and the resonance avoidance module. The steering wheel vibration control module uses the steering wheel position signal to call the steering wheel position modal distribution database to obtain the modal parameters corresponding to the steering wheel at this moment. It then combines the power system speed and torque information to determine whether the power system excitation frequency and the steering wheel modal interval meet the low vibration requirements. If the low vibration requirements are not met, the module generates power system parameter information based on the excitation frequency and modal frequency avoidance criteria of the resonance avoidance module and inputs it to the vehicle ECU for power system control.

[0052] The steering wheel vibration control module includes:

[0053] The modal recognition unit acquires the steering wheel position signal collected by the steering wheel position sensor, calls the steering wheel position modal distribution database, and obtains the modal parameters corresponding to the steering wheel at this moment based on the steering wheel position signal.

[0054] The low vibration judgment unit uses the steering wheel modal data obtained by the modal recognition unit and the power system speed and torque information obtained by the vehicle ECU to calculate the frequency interval between the excitation frequency and the modal frequency, and judges whether the power system excitation frequency and the steering wheel modal interval meet the low vibration requirements based on the frequency interval.

[0055] The powertrain parameter setting unit determines the risk of resonance between the powertrain excitation frequency and modal frequency under the current steering wheel mode based on the excitation frequency and modal frequency avoidance criteria of the resonance avoidance module, and generates powertrain parameter information to adjust the torque, power, and speed signals of the powertrain; the powertrain parameter information is then input to the ECU control mode of the vehicle ECU.

[0056] Example 2

[0057] like Figure 2 As shown, a control method for an automotive steering wheel vibration control system based on an active control strategy includes the following steps:

[0058] Step 1 Vibration control activation: When the steering wheel position is adjusted, the steering wheel vibration control module is activated, and the steering wheel vibration control module obtains signals from the steering wheel position sensor;

[0059] The second step is to acquire the steering wheel position signal: the steering wheel position signal is acquired through the steering wheel position sensor to identify the front, back, left and right positions of the steering wheel, and the acquired steering wheel position information is sent to the steering wheel vibration control module to provide data for further identification of the steering wheel system modes;

[0060] The third step is steering wheel modal recognition: The modal recognition unit of the steering wheel vibration control module calls the steering wheel position modal distribution database to obtain the modal parameters corresponding to the steering wheel at this moment based on the steering wheel position signal;

[0061] The process of establishing the steering wheel position modal distribution database is as follows: by testing the modalities of the vehicle steering wheel installation state under different steering wheel positions, the steering wheel modal frequencies corresponding to different steering wheel positions are obtained, and a steering wheel position modal distribution database is established.

[0062] The fourth step is to detect the vehicle ECU signal, obtain the power system speed, torque, and power signals, and send the power system signals to the steering wheel vibration control module.

[0063] The fifth step determines whether the excitation frequency of the powertrain and the modal interval of the steering wheel meet the low vibration requirements: The low vibration judgment unit of the steering wheel vibration control module calculates the frequency interval between the excitation frequency and the modal frequency using the steering wheel modal data obtained in the third step and the speed and torque information of the powertrain obtained in the fourth step. It then determines whether the excitation frequency of the powertrain and the modal interval of the steering wheel meet the low vibration requirements (if the frequency interval between the excitation frequency and the modal frequency exceeds the safe frequency interval, i.e., exceeds the set value, then the low vibration requirements are met); if the excitation frequency of the powertrain and the modal interval of the steering wheel meet the low vibration requirements, it returns to the first step; if the excitation frequency of the powertrain and the modal interval of the steering wheel do not meet the low vibration requirements, it executes the sixth step.

[0064] For example, in a 4-cylinder engine vehicle, the cylinders ignite twice during one revolution of the engine. At an engine speed of 1200 rpm, the corresponding engine excitation frequency is calculated as 1200 * 2 / 60 = 40 Hz. Generally, the steering wheel's modal frequency ranges from 35-45 Hz, with different steering wheel positions corresponding to different modal frequencies. If the engine excitation frequency is 40 Hz, and the steering wheel's modal frequency is also 40 Hz, resonance will occur, resulting in significant steering wheel vibration.

[0065] Step 6: Resonance Avoidance Control: The power system parameter setting unit of the steering wheel vibration control module, based on the excitation frequency and modal frequency avoidance criteria established by the resonance avoidance module, judges the risk of resonance between the power system excitation frequency and modal frequency under the current steering wheel mode, and adjusts the power system torque, power, speed signals and other parameter information; inputs the power system parameter information to the ECU control mode, so that the power system operating parameters are adjusted to the required speed, torque and power, thereby achieving frequency avoidance between the power system and steering wheel modes.

[0066] like Figure 3 As shown, the process of establishing the excitation frequency and modal frequency avoidance criterion is as follows:

[0067] 1. Select a prototype vehicle and test the modal data of the steering wheel at different steering wheel positions.

[0068] 2. In the vehicle configuration, draw a steering wheel modal distribution diagram based on different steering wheel positions.

[0069] 3. Test the engine idling condition, and the steering wheel vibration data under different steering wheel positions and engine speeds. For example, in hybrid vehicles, the engine speed can be selected within the range of 1000-1500 rpm at idle. With the steering wheel in different positions, set the engine speed to the 1000-1500 rpm range and test the steering wheel vibration data corresponding to different engine speeds, collecting this data as a set.

[0070] 4. Subjectively evaluate and score the vibration for different steering wheel positions, and draw a diagram showing the relationship between the subjective evaluation and the steering wheel position.

[0071] 5. Draw a diagram showing the modal distribution of the steering wheel at different positions.

[0072] 6. Based on the subjective evaluation score of steering wheel vibration, analyze the relationship between vibration and subjective evaluation, and formulate a table showing the correspondence between steering wheel vibration and subjective evaluation.

[0073] 7. Based on the steering wheel modal distribution diagram, idle steering wheel vibration amplitude data, and vibration subjective evaluation table, draw three-dimensional data diagrams of steering wheel vibration under different steering wheel positions and different engine speed conditions.

[0074] 8. Based on the three-dimensional data diagram of steering wheel vibration, determine the low-vibration engine operating points corresponding to different steering wheel positions, and use this correspondence as the criterion for avoiding resonance between excitation frequency and modal frequency.

[0075] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A car steering wheel vibration control system based on an active control strategy, characterized in that, include: The steering wheel assembly includes a steering wheel position sensor for acquiring steering wheel position signals and sending the acquired steering wheel position signals to the steering wheel vibration control module; The steering wheel position modal distribution database contains steering wheel modal frequency data corresponding to different steering wheel positions, which can be called by the steering wheel vibration control module. The vehicle ECU is used to acquire the vehicle's powertrain speed, torque, and power signals and send them to the steering wheel vibration control module; and to adjust the powertrain speed, torque, and power based on the powertrain parameter information sent by the steering wheel vibration control module. The resonance avoidance module has excitation frequency and modal frequency avoidance criterion data, which reflects the low vibration engine operating point corresponding to different steering wheel positions of the vehicle, and is available for the steering wheel vibration control module to call. The steering wheel vibration control module is communicatively connected to the steering wheel position sensor, the steering wheel position modal distribution database, the vehicle ECU, and the resonance avoidance module. The steering wheel vibration control module uses the steering wheel position signal to access the steering wheel position modal distribution database, obtains the corresponding modal parameters of the steering wheel at that moment, and combines this with powertrain speed and torque information to determine whether the powertrain excitation frequency and steering wheel modal interval meet the low vibration requirements. If the low vibration requirements are not met, powertrain parameter information is generated based on the excitation frequency and modal frequency avoidance criteria of the resonance avoidance module, and input to the vehicle ECU for powertrain control. The process of establishing the excitation frequency and modal frequency avoidance criteria is as follows: 1) Select a prototype vehicle and test the modal data of the steering wheel at different steering wheel positions; 2) In the vehicle configuration, draw a steering wheel modal distribution diagram based on different steering wheel positions; 3) Test the steering wheel vibration data under engine idling conditions, different steering wheel positions, and different engine speeds; 4) Subjective vibration evaluation scores were given for different steering wheel positions, and a graph showing the relationship between subjective evaluation and steering wheel position was drawn. 5) Draw the steering wheel modal distribution diagram for different steering wheel positions; 6) Based on the subjective evaluation results of steering wheel vibration, formulate a table showing the correspondence between steering wheel vibration and subjective evaluation; 7) Based on the steering wheel modal distribution diagram, idle steering wheel vibration amplitude data, and the table of correspondence between steering wheel vibration and subjective evaluation, draw three-dimensional data diagrams of steering wheel vibration under different steering wheel positions and different engine speed conditions; 8) Based on the three-dimensional data diagram of steering wheel vibration, determine the low-vibration engine operating conditions corresponding to different steering wheel positions, and use the above correspondence as the criterion for avoiding resonance between excitation frequency and modal frequency.

2. The automotive steering wheel vibration control system based on an active control strategy as described in claim 1, characterized in that, The steering wheel vibration control module includes: The modal recognition unit acquires the steering wheel position signal collected by the steering wheel position sensor, calls the steering wheel position modal distribution database, and obtains the modal parameters corresponding to the steering wheel at this moment based on the steering wheel position signal. The low vibration judgment unit uses the steering wheel modal data obtained by the modal recognition unit and the power system speed and torque information obtained by the vehicle ECU to calculate the frequency interval between the excitation frequency and the modal frequency, and judges whether the power system excitation frequency and the steering wheel modal interval meet the low vibration requirements based on the frequency interval. The powertrain parameter setting unit determines the risk of resonance between the powertrain excitation frequency and modal frequency under the current steering wheel mode based on the excitation frequency and modal frequency avoidance criteria of the resonance avoidance module, and generates powertrain parameter information to adjust the torque, power, and speed signals of the powertrain; the powertrain parameter information is then input to the vehicle ECU.

3. The control method for an automotive steering wheel vibration control system based on an active control strategy as described in claim 1, characterized in that, Includes the following steps: Step 1, Vibration Control Activation: When the steering wheel position is adjusted, the steering wheel vibration control module is activated, and the steering wheel vibration control module obtains signals from the steering wheel position sensor; Step 2: Steering wheel position signal acquisition: The steering wheel position signal is acquired through the steering wheel position sensor, and the acquired steering wheel position information is sent to the steering wheel vibration control module; Step 3: Steering wheel modal recognition: The steering wheel vibration control module calls the steering wheel position modal distribution database to obtain the modal parameters corresponding to the steering wheel at this moment based on the steering wheel position signal; Step 4: Detect vehicle ECU signals to obtain powertrain speed, torque, and power signals, and send them to the steering wheel vibration control module; Step 5: Determine whether the excitation frequency of the power system and the steering wheel modal interval meet the low vibration requirements: The low vibration judgment unit of the steering wheel vibration control module uses the steering wheel modal data obtained in Step 3 and the power system speed and torque information obtained in Step 4 to determine whether the excitation frequency of the power system and the steering wheel modal interval meet the low vibration requirements. If the excitation frequency of the power system and the steering wheel modal interval do not meet the low vibration requirements, then Step 5 is executed. Step Six: Resonance Avoidance Control: Based on the excitation frequency and modal frequency avoidance criteria of the resonance avoidance module, the steering wheel vibration control module determines the risk of resonance between the power system excitation frequency and modal frequency under the current steering wheel mode. It generates parameter information to adjust the torque, power, and speed signals of the power system and inputs the power system parameter information to the ECU control mode, so that the power system operating parameters are adjusted to the required speed, torque, and power, thereby achieving frequency avoidance between the power system and steering wheel modes.

4. The control method for an automotive steering wheel vibration control system based on an active control strategy as described in claim 3, characterized in that, The process of establishing the steering wheel position modal distribution database is as follows: by testing the modalities of the vehicle steering wheel installation state under different steering wheel positions, the steering wheel modal frequencies corresponding to different steering wheel positions are obtained, and a steering wheel position modal distribution database is established.

5. The control method for an automotive steering wheel vibration control system based on an active control strategy as described in claim 3, characterized in that, The method for determining whether the excitation frequency of the power system and the modal interval of the steering wheel meet the low vibration requirements in step five is as follows: The steering wheel vibration control module calculates the frequency interval between the excitation frequency and the modal frequency through the steering wheel modal data and the speed and torque information of the power system. If the frequency interval between the excitation frequency and the modal frequency exceeds the safe frequency interval, then the low vibration requirements are met.

6. The control method for an automotive steering wheel vibration control system based on an active control strategy as described in claim 5, characterized in that, The safe frequency interval is a preset value.

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