A method, apparatus, vehicle, and storage medium for compensating for rack force

Abstract

The application provides a rack force compensation method, device, vehicle and storage medium, which is applied to the field of steer-by-wire and comprises the following steps: determining whether the vehicle is on a preset road according to a component state parameter of the vehicle, the component state parameter being used to represent information collected by a component of the vehicle; when the vehicle is on the preset road, compensating for a rack force of a target rack according to the component state parameter to obtain a compensated target rack force, the target rack being a rack driven by a steering execution motor of a steer-by-wire system; and controlling a hand feeling simulation motor of the steer-by-wire system to output simulated resistance to a steering wheel according to the target rack force, so as to simulate the driving hand feeling. The method can compensate for the rack force of the steer-by-wire system in time when the vehicle is running on a low-attached road, so that the driver can feel sufficient resistance feedback through the hand feeling simulation motor, which is helpful for the driver to better control the vehicle.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of steer-by-wire, and more particularly, to a method, device, vehicle and storage medium for compensating rack force in the field of steer-by-wire. BACKGROUND

[0002] At present, in the field of vehicles, with the continuous development of intelligent technology, steer-by-wire systems gradually replace traditional steering systems and are widely used in vehicles.

[0003] The most obvious difference between the steer-by-wire system and the traditional steering system is that the steer-by-wire system completely cancels the mechanical connection between the steering wheel and the wheels, that is, the mechanical connection between the steering gear and the column, and is connected through a communication bus (such as a Controller Area Network (CAN) bus).

[0004] Based on the fact that the steer-by-wire system cancels the mechanical connection between the steering wheel and the wheels, the driver loses the traditional way of directly feeling the road feedback through the steering wheel. In order to overcome the above problem, the manufacturer adds a feel simulation motor to the steer-by-wire system, which can receive the estimated rack force of the steering execution motor and calculate the load torque output to the steering wheel to simulate the steering resistance and feel of the vehicle during steering, so that the driver can feel the road information through the steering wheel to control the steering wheel.

[0005] However, when the vehicle is driving on a low adhesion road, the driver controls the steering wheel based on the above simulated feel, which can easily cause safety hazards of the vehicle. SUMMARY

[0006] The present application provides a method, device, vehicle and storage medium for compensating rack force, which can compensate the rack force of the steer-by-wire system in time when the vehicle is driving on a low adhesion road, so that the driver can feel enough resistance feedback through the feel simulation motor, which helps the driver to better control the vehicle.

[0007] In a first aspect, a method for compensating rack force is provided, the method comprising: determining whether a vehicle is on a preset road according to a component state parameter of the vehicle, the component state parameter being used to represent information collected by a component of the vehicle; in a case where the vehicle is on the preset road, compensating a rack force of a target rack according to the component state parameter to obtain a compensated target rack force, the target rack being a rack driven by a steering execution motor of a steer-by-wire system; and controlling a feel simulation motor of the steer-by-wire system to output a simulated resistance to a steering wheel according to the target rack force, so as to simulate a driving feel.

[0008] In the technical solution, for a vehicle configured with a steer-by-wire system, a method for compensating rack force is provided during vehicle driving. Specifically, whether the vehicle is on a preset road is determined according to component state parameters of the vehicle. The preset road is specifically a low adhesion road. When the vehicle is on the low adhesion road, the rack force of the steer-by-wire system is compensated according to the component state parameters to obtain a target rack force. Finally, the target rack force is used to control the output resistance of a feel simulation motor. In the above process, when the vehicle drives on the low adhesion road, the friction on the low adhesion road is relatively small, the grip is small, the steering process of the wheel becomes easy, the corresponding rack force is small, and the resistance feedback output by the feel simulation motor is also small. When the driver rotates the steering wheel according to the driving feel in daily life, the steering wheel is particularly easy to control, which increases the probability of vehicle danger. By compensating the rack force, the resistance feedback output by the feel simulation motor can be increased, the steering wheel rotation becomes not so easy, the stability of the vehicle driving on the low adhesion road is increased, and the safety of the vehicle is ensured.

[0009] In combination with the first aspect, in some possible implementation manners, the compensating the rack force of the target rack according to the component state parameters comprises: determining whether the vehicle satisfies a rack force compensation condition according to the component state parameters; and compensating the rack force of the target rack according to the component state parameters to obtain the target rack force in a case where the vehicle satisfies the rack force compensation condition.

[0010] Optionally, the rack force compensation condition refers to that the steering wheel rotation speed is slow and the steering wheel is at a starting position (i.e., zero position).

[0011] In the technical solution, when the rack force of the target rack needs to be compensated, the rack force is compensated when the steering wheel rotation speed is slow and the steering wheel is at the zero position, which ensures the safety of the vehicle during rack force compensation, avoids the vehicle safety problem caused by too large resistance change when the rack force is compensated at a high speed, and helps to provide more natural and comfortable feel feedback to the driver when the steering wheel starts to rotate.

[0012] In combination with the first aspect and the above implementation manners, in some possible implementation manners, the compensating the rack force of the target rack according to the component state parameters to obtain the target rack force comprises: determining a current rack force and a compensation rack force of the target rack according to the component state parameters; and summing the current rack force and the compensation rack force to obtain the target rack force.

[0013] With reference to the first aspect and the foregoing implementation manners, in some possible implementation manners, the component state parameter comprises a cross-axis current of the steering execution motor, a moving position and a moving speed of the target rack, and the determining, according to the component state parameter, of the current rack force and the compensation rack force of the target rack comprises: determining an output torque of the steering execution motor according to the cross-axis current of the steering execution motor at a current time; determining the current rack force according to the output torque, the moving position and the moving speed of the target rack at the current time; and determining the compensation rack force according to the output torque and the moving position at the current time.

[0014] With reference to the first aspect and the foregoing implementation manners, in some possible implementation manners, the component state parameter comprises a steering wheel rotating speed, a steering wheel rotating angle, a yaw rate and a driver hand force, and the determining, according to the component state parameter, of whether the vehicle satisfies the rack force compensation condition comprises: determining that the vehicle satisfies the rack force compensation condition when the steering wheel rotating speed at a current time is less than or equal to a preset rotating speed, the steering wheel rotating angle at the current time is less than or equal to a preset rotating angle, the yaw rate at the current time is less than or equal to a preset yaw rate, and the driver hand force at the current time is less than or equal to a preset hand force; and determining that the vehicle does not satisfy the rack force compensation condition when the steering wheel rotating speed at the current time is greater than the preset rotating speed, or the steering wheel rotating angle at the current time is greater than the preset rotating angle, or the yaw rate at the current time is greater than the preset yaw rate, or the driver hand force at the current time is greater than the preset hand force.

[0015] With reference to the first aspect and the foregoing implementation manners, in some possible implementation manners, the component state parameter comprises a vehicle speed, a steering wheel rotating angle, a steering wheel rotating speed, a driver hand force, a yaw rate, a cross-axis current of the steering execution motor, a moving position and a moving speed of the target rack, and the determining, according to the component state parameter of the vehicle, of whether the vehicle is on a preset road comprises: determining, for any rotating time of a plurality of continuous rotating times during the steering wheel rotating process, a preset rack force corresponding to the rotating time according to the vehicle speed, the steering wheel rotating angle, the steering wheel rotating speed, the driver hand force and the yaw rate at the rotating time, the plurality of rotating times comprising a current time and at least one historical rotating time before the current time; obtaining the cross-axis current of the steering execution motor at the rotating time, the moving position and the moving speed at the rotating time; determining a rack force of the target rack at the rotating time according to the cross-axis current of the steering execution motor at the rotating time, the moving position and the moving speed at the rotating time; and determining whether the road on which the vehicle is located is the preset road according to the preset rack force and the rack force at the rotating time.

[0016] In the technical solution, when determining whether the road where the vehicle is located is the preset road, the vehicle speed, the steering wheel angle, the steering wheel speed, the driver's hand force and the yaw angular velocity at each rotation time during the rotation of the steering wheel are continuously monitored to determine the preset rack force of the vehicle at each rotation time, that is, the rack force of the vehicle on a non-low-attached road, and then the current of the steering execution motor, the moving position and the moving speed of the target rack at the rotation time are used to calculate the actual rack force of the vehicle at the rotation time. In combination with the preset rack force and the actual rack force corresponding to the multiple rotation times, it is determined whether the vehicle is on the preset road, so that the accuracy of the current driving condition determination is improved, the adjustment of the rack force is more in line with the actual driving demand, and the inaccuracy of the road state determined at one rotation time is avoided.

[0017] In combination with the first aspect and the above implementation manners, in some possible implementation manners, the determining whether the road where the vehicle is located is the preset road according to the preset rack force and the rack force at the rotation time includes: determining a rack force difference between the preset rack force and the rack force at the rotation time; in a case where the rack force difference is less than or equal to a preset difference value, determining that the road where the vehicle is located is the preset road; and in a case where the rack force difference is greater than the preset difference value, determining that the road where the vehicle is located is not the preset road.

[0018] In the second aspect, a rack force compensation device is provided, which includes: a judgment module configured to determine whether a vehicle is on a preset road according to a component state parameter of the vehicle, the component state parameter being used to represent information collected by a component of the vehicle; a rack force compensation module configured to, in a case where the vehicle is on the preset road, compensate a rack force of a target rack according to the component state parameter to obtain a compensated target rack force, the target rack being a rack driven by a steering execution motor of a steer-by-wire system; and a resistance output module configured to control a hand feeling simulation motor of the steer-by-wire system to output an analog resistance according to the target rack force, so as to simulate a driving hand feeling.

[0019] In combination with the second aspect and the above implementation manners, in some possible implementation manners, the rack force compensation module is specifically configured to: determine whether the vehicle satisfies a rack force compensation condition according to the component state parameter; and in a case where the vehicle satisfies the rack force compensation condition, compensate the rack force of the target rack according to the component state parameter to obtain the target rack force.

[0020] In combination with the second aspect and the above implementation manners, in some possible implementation manners, the rack force compensation module is further configured to: determine a current rack force and a compensated rack force of the target rack according to the component state parameter; and sum the current rack force and the compensated rack force to obtain the target rack force.

[0021] With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the component state parameter comprises a cross-axis current of the steering execution motor, a moving position and a moving speed of the target rack, and the rack force compensation module is further configured to: determine an output torque of the steering execution motor according to the cross-axis current of the steering execution motor at the current time; determine the current rack force according to the output torque, the moving position and the moving speed of the target rack at the current time; and determine the compensation rack force according to the output torque and the moving position at the current time.

[0022] With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the component state parameter comprises a steering wheel rotation speed, a steering wheel rotation angle, a yaw rate and a driver hand force, and the judgment module is specifically configured to: determine that the vehicle satisfies the rack force compensation condition when the steering wheel rotation speed at a current time is less than or equal to a preset rotation speed, the steering wheel rotation angle at the current time is less than or equal to a preset rotation angle, the yaw rate at the current time is less than or equal to a preset angle speed, and the driver hand force at the current time is less than or equal to a preset hand force; and determine that the vehicle does not satisfy the rack force compensation condition when the steering wheel rotation speed at the current time is greater than the preset rotation speed, or the steering wheel rotation speed at the current time is greater than the preset rotation angle, or the yaw rate at the current time is greater than the preset angle speed, or the driver hand force at the current time is greater than the preset hand force.

[0023] With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the component state parameter comprises a vehicle speed, a steering wheel rotation angle, a steering wheel rotation speed, a driver hand force, a yaw rate, a cross-axis current of the steering execution motor, a moving position and a moving speed of the target rack, and the judgment module is specifically configured to: during the steering wheel rotation, for any rotation time of a plurality of continuous rotation times, determine a preset rack force corresponding to the rotation time according to the vehicle speed, the steering wheel rotation angle, the steering wheel rotation speed, the driver hand force and the yaw rate at the rotation time, the plurality of rotation times comprising a current time and at least one historical rotation time before the current time; acquire the cross-axis current of the steering execution motor at the rotation time, the moving position and the moving speed of the target rack at the rotation time; determine a rack force of the target rack at the rotation time according to the cross-axis current at the rotation time, the moving position and the moving speed at the rotation time; and determine whether the vehicle is on the preset road according to the preset rack force and the rack force at the rotation time.

[0024] With reference to the second aspect and the above implementation manners, in some possible implementation manners, the determining module is further configured to: determine a rack force difference between the preset rack force and the rack force at the rotation moment; determine that the road where the vehicle is located is the preset road when the rack force difference is less than or equal to a preset difference; and determine that the road where the vehicle is located is not the preset road when the rack force difference is greater than the preset difference.

[0025] In a third aspect, a vehicle is provided, including a memory and a processor. The memory is configured to store executable program code, and the processor is configured to invoke and run the executable program code from the memory, so that the vehicle executes the method in the first aspect or any possible implementation manner of the first aspect.

[0026] In a fourth aspect, a computer program product is provided, which includes computer program code. When the computer program code is run on a computer, the computer program code causes the computer to execute the method in the first aspect or any possible implementation manner of the first aspect.

[0027] In a fifth aspect, a computer readable storage medium is provided, which stores computer program code. When the computer program code is run on a computer, the computer program code causes the computer to execute the method in the first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF DRAWINGS

[0028] Figure 1 is a structural schematic diagram of a conventional steering system provided by an embodiment of the present application;

[0029] Figure 2 is a structural schematic diagram of a steer-by-wire steering system provided by an embodiment of the present application;

[0030] Figure 3 is a structural schematic diagram of another steer-by-wire steering system provided by an embodiment of the present application;

[0031] Figure 4 is a schematic flowchart of a method for compensating for a rack force provided by an embodiment of the present application;

[0032] Figure 5 is a structural schematic diagram of a first ECU provided by an embodiment of the present application;

[0033] Figure 6 is a structural schematic diagram of a device for compensating for a rack force provided by an embodiment of the present application;

[0034] Figure 7 is a structural schematic diagram of a vehicle provided by an embodiment of the present application. DETAILED DESCRIPTION

[0035] The technical solutions in the present application will be described clearly and exhaustively in combination with the drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " represents the meaning of or, for example, A / B can represent A or B: "and / or" in the text only describes the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which means that there are three cases of A alone, A and B together, and B alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0036] Hereinafter, the terms "first" and "second" are only for descriptive purposes, and cannot be understood as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with "first" and "second" can explicitly or implicitly include one or more features.

[0037] Before introducing the method of the embodiments of the present application, the professional terms that may be involved in the embodiments of the present application are first explained.

[0038] Steer-by-Wire (SBW), also known as wire steering system. Compared with traditional mechanical or hydraulic steering system, the steer-by-wire system cancels the physical connection (such as steering column) between steering execution motor and column, and uses electronic signal and electric control components to transmit the steering intention of driver to wheels.

[0039] The main components of the steer-by-wire system include steering wheel, electronic control unit (ECU), steering execution motor, feel simulation motor and other components.

[0040] Feel simulation motor: an important component applied in the steer-by-wire system, the main purpose is to provide the driver with the steering feel feedback consistent with the actual road conditions in the absence of physical connection, including resistance, vibration, etc., so as to increase the authenticity and safety of driving.

[0041] Working principle of feel simulation motor: according to the state of the vehicle and the operation of the driver, a similar reaction force to the actual steering process is dynamically generated and applied to the steering wheel, and the size and direction of the reaction force can simulate the steering feel under different road conditions (such as smooth road, bumpy road, low adhesion road).

[0042] In order to facilitate understanding, the following will be introduced in detail Figures 1 to 2 The difference between the traditional steering system and the steer-by-wire system.

[0043] Figure 1 is a structural schematic diagram of a traditional steering system provided by the embodiments of the present application.

[0044] As shown in Figure 1 The components of the conventional steering system 100 mainly include a steering wheel 101, a column 102, an intermediate shaft 104, a steering gear 105, a wheel 107 and a wheel 108.

[0045] In a possible implementation, the column 102 further includes a torsion bar 103. The steering gear 105 further includes a power steering motor 106.

[0046] Based on the structure of the conventional steering system 100, the conventional steering system 100 can be an electric power steering (EPS) system.

[0047] Based on the components, the conventional steering system 100 plays the following roles during vehicle driving: During driving, the driver can turn the steering wheel 101 to turn the vehicle, and the steering wheel 101 is connected to the steering gear 105 through the column 102 and the intermediate shaft 104. Therefore, the steering wheel 101 can transmit the turning force to the steering gear 105 through the column 102 and the intermediate shaft 104. The power steering motor 106 provides additional power to assist the driver to turn according to the turning force and other parameters (for example, vehicle speed), so that the steering operation is more comfortable.

[0048] Figure 2 FIG. 1 is a structural schematic diagram of a steer-by-wire system provided by an embodiment of the present application.

[0049] As shown in Figure 2 The components of the steer-by-wire system 200 mainly include a steering wheel 101, a feel simulator 201, an intermediate shaft 104, a steering actuator 204, a wheel 107 and a wheel 108.

[0050] In a possible implementation, the feel simulator 201 further includes a column 102 and a feel simulation motor 202. The column 102 includes a torsion bar 103. The steering actuator 204 further includes a steering actuation motor 203. The feel simulator 201 and the steering actuator 204 are connected through a CAN bus communication connection.

[0051] Based on the above components, the role of the steer-by-wire system 200 during vehicle driving is as follows: the ECU corresponding to the hand feel simulator 201 calculates the rack position required according to the steering wheel angle, and sends the rack position to the ECU corresponding to the steering actuator 204 through the CAN bus. The ECU corresponding to the steering actuator 204 controls the steering execution motor 203 to rotate according to the rack position. The rack is connected (meshed) with the transmission device (such as a gear) of the steering execution motor 203. With the rotation of the steering execution motor 203, the gear starts to rotate, thereby driving the rack to move along its length direction, achieving the effect of driving the wheels 107 and 108.

[0052] In addition, during the movement of the rack, the ECU corresponding to the steering actuator 204 can estimate the rack force during the current rack operation according to the working current of the steering execution motor 203, and send it to the ECU corresponding to the hand feel simulator 201. The ECU corresponding to the hand feel simulator 201 combines the rotational speed, steering wheel angle, driver hand force, steering wheel speed and rack force to control the hand feel simulation motor 202 to output resistance to the steering wheel 101, simulate the driving feeling, and realize driver hand force control. Among them, the driver hand force specifically refers to the torque applied to the steering wheel by the driver when operating the steering wheel.

[0053] After introducing the structure and working principle of the two steering systems, the scene to which the scheme of the embodiment of the application is applied will be introduced below.

[0054] Based on the working principle of the above-mentioned steer-by-wire system, if the vehicle is on a low adhesion road surface (such as a wet and slippery road surface, a snow-covered road surface, etc.), the friction between the wheels and the ground is greatly reduced, and the grip of the wheels is reduced. When the vehicle is turning, the resistance of the wheels is reduced, and the wheels are easy to turn, so the required rack force is also reduced.

[0055] When the ECU corresponding to the steering actuator feeds back a small rack force to the ECU corresponding to the hand feel simulator, the resistance feedback output by the hand feel simulation motor 202 controlled by the ECU corresponding to the hand feel simulator is also correspondingly reduced, resulting in that the driver will feel that the steering wheel is particularly easy to turn during driving. Since the driver expects to use the same feeling to operate the steering wheel regardless of any type of road during driving. When the feeling of the driver operating the steering wheel does not change, due to the reduced resistance of the steering wheel on the low adhesion road surface, the steering wheel is easy to over-steer during rotation, resulting in poor vehicle stability and controllability, which is not conducive to the driver to operate and increases the safety hazard of the vehicle.

[0056] Based on the above problems, the embodiment of the present application provides a rack force compensation method, which can compensate the rack force of the steer-by-wire system in time when the vehicle is running on the low adhesion road, so that the driver can feel enough resistance feedback through the hand feeling simulation motor, which helps the driver to better control the vehicle.

[0057] It should be understood that the rack force compensation method provided by the embodiment of the present application can be applied to Figure 2 The steer-by-wire system 200 shown in the figure, in particular, can be applied to the ECU corresponding to the steering actuator 204 in the steer-by-wire system 200. Figure 2 The processing elements of the steer-by-wire system 200 are mainly introduced in detail below in combination with the flow implemented by the method of the embodiment of the present application.

[0058] Figure 3 Another structure diagram of the steer-by-wire system provided by the embodiment of the present application is shown in the figure.

[0059] For example, as Figure 3 The processing elements of the steer-by-wire system 200 specifically include the first ECU 301 and the second ECU 302.

[0060] The first ECU 301 is specifically the ECU corresponding to the steering actuator 204, which is used to control the steering execution motor 203 in the embodiment of the present application.

[0061] The second ECU 302 is specifically the ECU corresponding to the hand feeling simulator 201, which is used to control the hand feeling simulation motor 202 in the embodiment of the present application.

[0062] The first ECU 301 is mainly used to collect or receive various component state parameters. The component state parameters of the vehicle are used to represent the information collected by the components of the vehicle during the running of the vehicle. For example, when the vehicle component is a vehicle speed sensor, the component state parameter is the vehicle speed.

[0063] Optionally, the component state parameters include the steering wheel rotation speed, the steering wheel rotation angle, the vehicle speed, the yaw angular velocity, the driver's hand force, the working current of the steering execution motor, the moving position and the moving speed of the rack.

[0064] According to the difference of the component state parameters, the hardware corresponding to the component state parameters received by the first ECU also has differences. According to the difference of the component state parameters, the sources of the component state parameters are divided into three kinds, which are specifically as follows:

[0065] The first ECU 301 can receive part of the component state parameters from other sensors or ECUs of the vehicle, such as the vehicle speed and the yaw rate. The first ECU 301 can also receive part of the component state parameters from the second ECU 302, such as the steering wheel speed, the steering wheel angle and the driver's hand force. The first ECU can also collect the working current of the steering execution motor 203 and the moving position and speed of the rack 303.

[0066] Thus, the first ECU 301 can obtain the component state parameters through the above-mentioned ways. After obtaining the component state parameters, the first ECU 301 can determine whether the vehicle is on the low adhesion road according to the component state parameters.

[0067] When the vehicle is on the low adhesion road, the first ECU 301 can further determine the current rack force of the steering execution motor 203 and the rack 303 driven by the steering execution motor 203 through the component state parameters. The current rack force here refers to the rack force of the rack 303 before compensation.

[0068] In addition, the first ECU 301 can also calculate the required compensation rack force based on the component state parameters, obtain the compensated target rack force by summing the current rack force and the compensation rack force, and further send it to the second ECU 302.

[0069] After the second ECU 302 receives the target rack force, it can control the hand feel simulation motor 202 to output resistance feedback to the steering wheel through the target rack force and other vehicle operating parameters.

[0070] After introducing the structure and related working principles of the steer-by-wire system on which the embodiments of the present application depend, the method of the embodiments of the present application will be introduced below.

[0071] Figure 4 is a schematic flowchart of a method for compensating the rack force provided by the embodiments of the present application. It should be understood that the method is specifically applied to the first ECU in Figure 3 .

[0072] For example, as shown in Figure 4 , the method 400 includes:

[0073] 401, determining whether the vehicle is on a preset road according to the component state parameters of the vehicle, the component state parameters being used to represent the information collected by the components of the vehicle.

[0074] It should be understood that the core idea of the method provided by the embodiments of the present application is to compensate the rack force when the vehicle is on the low adhesion road, so as to output sufficient resistance feedback to the steering wheel. Therefore, when implementing the technical solutions of the embodiments of the present application, the first ECU can first determine whether the vehicle is on the preset road according to the component state parameters of the vehicle.

[0075] Optionally, the type of the low adhesion road can be a slippery road, snow, ice, gravel road surface, muddy road surface, etc.

[0076] Optionally, when determining whether the vehicle is on the preset road, the component state parameters specifically include the vehicle speed, the steering wheel angle, the steering wheel speed, the driver's hand force, the yaw rate, the working current of the steering execution motor (in the embodiments of the present application, the working current specifically refers to the cross-axis current of the steering execution motor), the moving position and the moving speed of the target rack (i.e. the rack 303 in the rack 302). Figure 3

[0077] For example, the first ECU can collect the vehicle speed of the vehicle through the vehicle speed sensor in the vehicle, and collect the yaw rate of the vehicle through the angular velocity sensor. The first ECU can obtain the steering wheel angle, the steering wheel speed and the driver's hand force through the second ECU. Specifically, the second ECU can collect the steering wheel speed through the speed sensor on the steering wheel, collect the steering wheel speed through the angle sensor on the steering wheel, and collect the driver's hand force through the torque sensor on the steering wheel. The first ECU can also measure the three-phase current flowing into the steering execution motor through the current sensor installed between the three-phase power supply and the steering execution motor, and then convert the three-phase current into the current in the two-phase coordinate system (d-q coordinate system) by using the vector control algorithm (for example, Clarke transformation and Park transformation). Among them, the d-axis in the d-q coordinate system corresponds to the direct axis, and the q-axis corresponds to the cross axis. The first ECU can also collect the moving position of the target rack through the position sensor on the target rack, and collect the moving speed of the target rack through the speed sensor on the target rack.

[0078] In a possible implementation, according to the component state parameters of the vehicle, determining whether the vehicle is on the preset road comprises:

[0079] During the steering process, for any steering moment of the continuous multiple steering moments, according to the vehicle speed, the steering wheel angle, the steering wheel speed, the driver's hand force and the yaw rate of the steering moment, the preset rack force corresponding to the steering moment is determined, and the multiple steering moments include the current moment and at least one historical steering moment before the current moment.

[0080] The cross-axis current of the steering execution motor at the steering moment, the moving position and the moving speed of the target rack at the steering moment are obtained.​

[0081] determine the rack force of the target rack at the rotating moment according to the cross-axis current at the rotating moment, the moving position at the rotating moment, and the moving speed;

[0082] determine whether the road where the vehicle is located is the preset road according to the preset rack force and the rack force at the rotating moment.

[0083] It should be understood that, since the embodiments of the present application compensate for the rack force of the rack driven by the steering execution motor (i.e., the target rack) when the online control steering system is working. Therefore, when determining whether the vehicle is on the low- adhesion road, the first ECU can determine whether the vehicle is on the low- adhesion road according to the component state parameters corresponding to the continuous multiple rotating moments during the rotation of the steering wheel. The reason for using multiple rotating moment component state parameters is that determining whether the vehicle is on the low- adhesion road according to a single rotating moment component state parameter may have contingency, resulting in inaccurate determination results.

[0084] Specifically, when determining whether the vehicle is on the low- adhesion road, the embodiments of the present application can pre-acquire the rack forces corresponding to different component state parameters when the vehicle is driving on a non-low- adhesion road, and store them in the first ECU. The above-mentioned different component state parameters mainly refer to vehicle speed, steering wheel angle, steering wheel speed, driver hand force, and yaw angular velocity.

[0085] For example, when the vehicle is driving on a non-low- adhesion road, at a certain moment, the vehicle speed is speed 1, the steering wheel angle is angle 1, the steering wheel speed is speed 1, the driver hand force is hand force 1, and the yaw angular velocity is angular velocity 1. By acquiring the rack force at this moment, the developer can establish a set of mapping relationships based on the above-mentioned component state parameters and the rack force (preset rack force).

[0086] Therefore, the first ECU can store the mapping relationships between multiple sets of component state parameters and multiple preset rack forces.

[0087] For any rotating moment of the continuous multiple rotating moments, the first ECU can acquire the vehicle speed, steering wheel angle, steering wheel speed, driver hand force, and yaw angular velocity at the rotating moment, and obtain the preset rack force corresponding to the vehicle at the rotating moment by looking up the table.

[0088] In addition, for the actual rack force at the rotating moment, the embodiments of the present application can first calculate the output torque of the steering execution motor through the cross-axis current of the steering execution motor, and then obtain the output torque of the steering execution motor, the moving position at the rotating moment, and the moving speed of the target rack.

[0089] The process of estimating the output torque according to the current can be represented by the following formula (1).

[0090] T = a i q Formula (1)

[0091] In formula (1), the following applies:

[0092] T: output torque of the steering execution motor, unit: Newton-meter (N m);

[0093] a: torque constant, representing the torque generated by the steering execution motor per unit current, unit: Nm / A;

[0094] i q : quadrature-axis current, unit: ampere (A).

[0095] The reason why only the quadrature-axis current of the steering execution motor is used in the calculation of the output torque of the steering execution motor and the direct-axis current of the steering execution motor is not involved is that, generally, the direct-axis current of the steering execution motor is mainly used to establish the motor magnetic field and contributes less to the direct generation of the steering force.

[0096] For the actual rack force of the target rack at each time, in the embodiments of the present application, the developer can pre-establish the rack force corresponding to different output torques and different moving positions and moving speeds of the rack, thereby obtaining a plurality of mapping relationships. For each time, the first ECU can obtain the rack force of the target rack at the time according to the output torque of the steering motor at the time, the moving position and the moving speed of the rack.

[0097] Therefore, after obtaining the output torque of the target rack at the turning time, the first ECU can obtain the moving position and the moving speed of the target rack at the turning time, and determine the actual rack force of the target rack at the turning time by looking up the table.

[0098] Further, according to the preset rack force and the actual rack force at the turning time obtained by looking up the table, the first ECU can determine whether the vehicle is on the preset road.

[0099] In the above technical solution, when determining whether the road on which the vehicle is located is the preset road, the vehicle speed, the steering wheel angle, the steering speed, the driver's hand force and the yaw angular velocity at each turning time in the turning process of the steering wheel are continuously monitored to determine the preset rack force of the vehicle at each turning time, i.e., the rack force of the vehicle on the non-low adhesion road, and the current of the steering execution motor, the moving position and the moving speed of the target rack at the turning time are used to calculate the actual rack force of the vehicle at the turning time. By combining the preset rack force and the actual rack force corresponding to a plurality of turning times, it is determined whether the vehicle is on the preset road, which improves the accuracy of the judgment of the current driving condition, makes the adjustment of the rack force more in line with the actual driving demand, and avoids inaccurate road state judgment at one turning time.

[0100] Specifically, the process of determining whether the vehicle is on a preset road based on the preset rack force and the actual rack force at the moment of rotation is as follows.

[0101] In one possible implementation, determining whether the road the vehicle is on is a preset road based on the preset rack force and the rack force at the time of rotation includes:

[0102] Determine the rack force difference between the preset rack force and the rack force at the moment of rotation;

[0103] When the rack force difference is less than or equal to the preset difference, determining that the road on which the vehicle is located is a preset road;

[0104] When the rack force difference is greater than the preset difference, it is determined that the road the vehicle is on is not a preset road.

[0105] Specifically, the first ECU may determine a rack force difference between a preset rack force and the rack force at the moment of steering wheel rotation, and compare the difference with the preset difference. The preset difference may be understood as the maximum rack force difference between the actual rack force and the corresponding preset rack force at any moment of steering wheel rotation while the vehicle is traveling on a non-low-adhesion road surface. Optionally, the preset difference is 500N.

[0106] When the calculated rack force difference is greater than the preset difference, indicating that the rack force difference at multiple rotation moments exceeds the maximum allowable rack force difference, the first ECU determines that the vehicle is on a low-adhesion road. Conversely, when the calculated rack force difference is less than or equal to the preset difference, the first ECU determines that the vehicle is not on a low-adhesion road.

[0107] Through the above process, the first ECU can determine whether the vehicle is on a low-adhesion road.

[0108] 402. When the vehicle is on a preset road, the rack force of the target rack is compensated according to the component state parameters to obtain the compensated target rack force. The target rack is the rack driven by the steering actuator motor of the steer-by-wire system.

[0109] When the first ECU determines through step 401 that the vehicle is on a low-adhesion road, in order to ensure the vehicle's driving stability and the driver's controllability of the vehicle, the first ECU can compensate the rack force through component state parameters to increase the resistance feedback output by the hand-feel simulation motor to the steering wheel.

[0110] During compensation, to avoid rapid changes in resistance feedback caused by rapid steering wheel rotation, which could affect the driver's driving experience, the present embodiment can also pre-set rack force compensation conditions. During compensation, the rack force compensation is determined by determining whether the vehicle meets the rack force compensation conditions.

[0111] In a possible implementation, compensating for the rack force of the target rack according to the component state parameter comprises:

[0112] determining whether the vehicle satisfies the rack force compensation condition according to the component state parameter;

[0113] compensating for the rack force of the target rack according to the component state parameter, to obtain the target rack force, in a case where the vehicle satisfies the rack force compensation condition.

[0114] The rack force compensation condition can be understood as the component state parameter corresponding to the slow steering wheel speed and the steering wheel zero return.

[0115] Specifically, in the compensation process, the first ECU can first determine, according to the component state parameter, whether the steering wheel is currently slow in speed and at zero position. If yes, the first ECU determines that the vehicle satisfies the rack force compensation condition, and then calculates the target rack force after compensation according to the component state parameter. If no, the first ECU determines that the vehicle does not satisfy the rack force compensation condition, and does not compensate.

[0116] In the above technical solution, when the rack force of the target rack needs to be compensated, the rack force is compensated when the steering wheel is slow in speed and at zero position, which ensures the safety of the vehicle during rack force compensation, and avoids the vehicle safety problem caused by too large resistance change when the rack force is compensated at high speed. When the steering wheel is at zero position, it means that the vehicle may soon enter steering, and rack force compensation at this time helps to provide more natural and comfortable feedback to the driver when starting to turn the steering wheel.

[0117] Specifically, when determining whether the vehicle satisfies the rack force compensation condition according to the component state parameter, the component state parameter comprises the steering wheel speed, the steering wheel angle, the yaw rate, and the driver's hand force.

[0118] In a possible implementation, determining whether the vehicle satisfies the rack force compensation condition according to the component state parameter comprises:

[0119] determining that the vehicle satisfies the rack force compensation condition, in a case where the steering wheel speed at the current moment is less than or equal to a preset speed, the steering wheel angle at the current moment is less than or equal to a preset angle, the yaw rate at the current moment is less than or equal to a preset angle speed, and the driver's hand force at the current moment is less than or equal to a preset hand force.

[0120] determining that the vehicle does not satisfy the rack force compensation condition, in a case where the steering wheel speed at the current moment is greater than the preset speed, or the steering wheel speed at the current moment is greater than the preset angle, or the yaw rate at the current moment is greater than the preset angle speed, or the driver's hand force at the current moment is greater than the preset hand force.

[0121] Exemplarily, the first ECU can acquire the steering wheel rotation speed, the steering wheel rotation angle, the driver's hand force and the yaw rate at the current moment through various sensors or the ECU.

[0122] Optionally, the preset rotation speed is the maximum critical rotation speed of the steering wheel in low-speed rotation, which can be 90° / s. The preset rotation angle is the rotation angle of the steering wheel at zero position, which can be 0°. The preset yaw rate is the yaw angle indicating that the vehicle is turning slowly, which can be 1 rad / s. The preset driver's hand force is the driver's hand force indicating that the driver is gently turning the steering wheel, which can be 0.5 N·m.

[0123] Specifically, if the first ECU determines that the steering wheel rotation speed at the current moment is less than or equal to the preset rotation speed, and the steering wheel rotation angle at the current moment is less than or equal to the preset rotation angle, and the yaw rate at the current moment is less than or equal to the preset yaw rate, and the driver's hand force at the current moment is less than or equal to the preset hand force, it is determined that the vehicle satisfies the rack force compensation condition. On the contrary, if the steering wheel rotation speed at the current moment is greater than the preset rotation speed, or the steering wheel rotation angle at the current moment is greater than the preset rotation angle, or the yaw rate at the current moment is greater than the preset yaw rate, or the driver's hand force at the current moment is greater than the preset hand force, it is determined that the vehicle does not satisfy the rack force compensation condition.

[0124] After the first ECU determines that the vehicle satisfies the rack force compensation condition, the first ECU can calculate the target rack force after compensation through the component state parameters.

[0125] In a possible implementation manner, the target rack force is compensated according to the component state parameters, and the target rack force is obtained, comprising:

[0126] The current rack force and the compensation rack force of the target rack are determined according to the component state parameters.

[0127] The current rack force and the compensation rack force are summed to obtain the target rack force.

[0128] In the compensation process, the first ECU can first calculate the current actual rack force (i.e., the current rack force) of the target rack according to the component state parameters, and then calculate the rack force to be compensated (i.e., the compensation rack force) according to the component state parameters, and the sum of the two is the target rack force after compensation.

[0129] When the first ECU calculates the current rack force according to the component state parameters, the process of calculating the rack force is the same as that of the first ECU judging whether the vehicle is on a low-attached road. The component state parameters include the cross-axis current of the steering execution motor, the moving position and the moving speed of the target rack. The specific process of calculating the current rack force and the compensation rack force is as follows.

[0130] In a possible implementation, the current rack force and the compensation rack force of the target rack are determined according to the component state parameter, including:

[0131] The output torque of the steering execution motor is determined according to the cross-axis current of the steering execution motor at the current time;

[0132] The current rack force is determined according to the output torque, the moving position and the moving speed of the target rack at the current time;

[0133] The compensation rack force is determined according to the output torque and the moving position at the current time.

[0134] For example, the first ECU can collect the cross-axis current of the steering execution motor at the current time, the moving position and the moving speed of the target rack at the current time. Based on the cross-axis current at the current time, the first ECU can calculate the output torque of the steering execution motor at the current time by using formula (1).

[0135] Further, the first ECU can obtain the current rack force by looking up a table according to the output torque at the current time, the moving position and the moving speed at the current time.

[0136] For the compensation rack force, in the embodiment of the application, the developer can preset the corresponding compensation rack force of different output torques and different moving positions of the rack in advance, and establish a plurality of mapping relationships. The moving speed of the rack is not the most important influencing factor when determining the compensation rack force, so it only needs to be determined according to the moving position of the rack.

[0137] After the output torque of the steering output motor at the current time is determined, the first ECU can obtain the compensation rack force by looking up a table in combination with the moving position at the current time.

[0138] The target rack force can be obtained by summing the current rack force and the compensation rack force.

[0139] 403. According to the target rack force, the first ECU controls the steering-by-wire system to output an analog resistance to the steering wheel by the steering feel simulator, so as to simulate the driving feel.

[0140] After the target rack force is obtained, the first ECU can send the target rack force to the ECU (i.e., the second ECU 302 in the Figure 3 After receiving the target rack force, the second ECU outputs the resistance required to be applied to the steering wheel in combination with the vehicle speed, the steering wheel angle, the steering wheel speed, the driver's hand force and the target rack force, so as to achieve the effect of increasing the resistance.

[0141] Thus, the application has the advantages that in the process of vehicle driving, whether the vehicle is on a preset road is determined according to the component state parameters of the vehicle. The preset road is specifically a low adhesion road. When the vehicle is on the low adhesion road, the rack force of the steer-by-wire system is compensated according to the component state parameters to obtain a target rack force. Finally, the target rack force is used to control the output resistance of the feel simulation motor. In the above process, when the vehicle is on the low adhesion road, the friction is small and the grip is small, so that the steering process of the wheel becomes easy, the corresponding rack force is small, and the resistance feedback output by the feel simulation motor is also small. When the driver rotates the steering wheel according to the driving feeling, the steering wheel is particularly easy to control, which increases the probability of vehicle danger. By compensating the rack force, the resistance feedback output by the feel simulation motor is increased, the steering wheel is not so easy to rotate, the stability of the vehicle driving on the low adhesion road is increased, and the safety of the vehicle is ensured.

[0142] The specific division of each module in the first ECU when the first ECU implements the above-mentioned rack force compensation process in the embodiments of the application will be introduced below.

[0143] Figure 5 is a structural schematic diagram of a first ECU provided by the embodiments of the application.

[0144] For example, as shown in Figure 5 , in combination with Figure 3 , the first ECU 301 can be specifically divided into a rack force compensation module 3011, a rack force calculation module 3012 and a rack force summation module 3013 according to functions.

[0145] The rack force compensation module 3011 is used to receive various component state parameters sent by the second ECU 302, other sensors / ECUs and the steering execution motor 203, and determine whether the vehicle is on a low adhesion road.

[0146] When it is determined that the vehicle is on the low adhesion road, the rack force compensation module 3011 can further determine whether the vehicle meets the rack force compensation condition according to the component state parameters. After it is determined that the vehicle meets the rack force compensation condition, the rack force compensation module 3011 can calculate the compensation rack force according to the component state parameters and send it to the rack force summation module 3013.

[0147] The rack force calculation module 3012 is used to calculate the current rack force of the rack 303 in the process of vehicle driving according to the component state parameters and send it to the rack force summation module 3013.

[0148] The rack force summing module 3013 is configured to calculate a final target rack force according to the received current rack force and the compensation rack force, and send the final target rack force to the second ECU 302, so that the second ECU 302 outputs the compensated resistance to the steering wheel through the hand feeling simulation motor 201.

[0149] Figure 6 FIG. 1 is a structural schematic diagram of a device for compensating rack force provided by an embodiment of the present application.

[0150] For example, as shown in FIG. 6, the device 600 includes: Figure 6

[0151] The judgment module 601 is configured to judge whether the vehicle is on a preset road according to a component state parameter of the vehicle, the component state parameter being used to represent information collected by a component of the vehicle.

[0152] The rack force compensation module 602 is configured to compensate a rack force of a target rack according to the component state parameter to obtain a compensated target rack force in a case where the vehicle is on the preset road, the target rack being a rack driven by a steering execution motor of a steer-by-wire system.

[0153] The resistance output module 603 is configured to control a hand feeling simulation motor of the steer-by-wire system to output a simulation resistance according to the target rack force, so as to simulate a driving hand feeling.

[0154] In a possible implementation, the rack force compensation module 602 is specifically configured to: judge whether the vehicle satisfies a rack force compensation condition according to the component state parameter; and compensate the rack force of the target rack according to the component state parameter to obtain the target rack force in a case where the vehicle satisfies the rack force compensation condition.

[0155] In a possible implementation, the rack force compensation module 602 is further configured to: determine a current rack force and a compensation rack force of the target rack according to the component state parameter; and sum the current rack force and the compensation rack force to obtain the target rack force.

[0156] In a possible implementation, the component state parameter includes a cross-axis current of the steering execution motor, a moving position and a moving speed of the target rack, and the rack force compensation module 602 is further configured to: determine an output torque of the steering execution motor according to the cross-axis current of the steering execution motor at a current time; determine the current rack force according to the output torque, the moving position and the moving speed of the target rack at the current time; and determine the compensation rack force according to the output torque and the moving position at the current time.

[0157] ​In one possible implementation, the component state parameters include steering wheel speed, steering wheel angle, yaw angular velocity and driver hand force, and the rack force compensation module 602 is further used to: determine that the vehicle meets the rack force compensation condition when the steering wheel speed at the current moment is less than or equal to the preset speed, the steering wheel angle at the current moment is less than or equal to the preset angle, the yaw angular velocity at the current moment is less than or equal to the preset angular velocity, and the driver's hand force at the current moment is less than or equal to the preset hand force; determine that the vehicle does not meet the rack force compensation condition when the steering wheel speed at the current moment is greater than the preset speed, or the steering wheel speed at the current moment is greater than the preset angle, or the yaw angular velocity at the current moment is greater than the preset angular velocity, or the driver's hand force at the current moment is greater than the preset hand force.

[0158] In one possible implementation, the component state parameters include vehicle speed, steering wheel angle, steering wheel speed, driver hand force, yaw angular velocity, quadrature-axis current of the steering execution motor, and the moving position and moving speed of the target rack. The judgment module 601 is specifically used to: during the steering wheel rotation process, for any rotation moment of a plurality of consecutive rotation moments, determine the preset rack force corresponding to the rotation moment according to the vehicle speed, steering wheel angle, steering wheel speed, driver hand force and yaw angular velocity at the rotation moment, the plurality of rotation moments including the current moment and at least one historical rotation moment before the current moment; obtain the quadrature-axis current of the steering execution motor at the rotation moment, and the moving position and moving speed of the target rack at the rotation moment; determine the rack force of the target rack at the rotation moment according to the quadrature-axis current, the moving position and moving speed at the rotation moment; and determine whether the road on which the vehicle is located is the preset road according to the preset rack force and the rack force at the rotation moment.

[0159] In one possible implementation, the judgment module 601 is further used to: determine the rack force difference between the preset rack force and the rack force at the rotation moment; when the rack force difference is less than or equal to the preset difference, determine that the road the vehicle is on is the preset road; when the rack force difference is greater than the preset difference, determine that the road the vehicle is on is not the preset road.

[0160] Figure 7 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0161] For example, Figure 7 As shown, the vehicle 700 includes: a memory 701 and a processor 702, wherein the memory 701 stores an executable program code 7011, and the processor 702 is used to call and execute the executable program code 7011 to perform a method for compensating rack force.

[0162] In addition, the embodiment of the present application also protects a device, which can include a memory and a processor, wherein the memory stores executable program code, and the processor is configured to invoke and execute the executable program code to perform the method for compensating rack force provided by the embodiment of the present application.

[0163] The embodiment can divide the device into functional modules according to the method examples described above. For example, each functional module can be provided, or two or more functions can be integrated into one processing module. The integrated module can be implemented in the form of hardware. It should be noted that the division of the modules in the embodiment is illustrative, and is only a logical functional division. In actual implementation, another division mode can be used.

[0164] When each functional module is divided according to each function, the device can further include a judgment module, a rack force compensation module, a resistance output module, and the like. It should be noted that all related contents of each step involved in the method embodiment can be referred to the function description of the corresponding functional module, and will not be repeated here.

[0165] It should be understood that the device provided by the embodiment is used to perform the method for compensating rack force, and thus the same effect as the method can be achieved.

[0166] When the integrated unit is used, the device can include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the action of the vehicle. The storage module can be used to support the vehicle to execute related program codes and the like.

[0167] The processing module can be a processor or a controller, which can implement or execute various exemplary logical blocks, modules and circuits shown in combination with the disclosure of the present application. The processor can also be a combination of computing functions, such as one or more microprocessor combinations, a combination of digital signal processing (DSP) and microprocessor, and the like. The storage module can be a memory.

[0168] In addition, the device provided by the embodiment of the present application can be a chip, an assembly or a module. The chip can include a connected processor and a memory. The memory is used to store instructions, and when the processor invokes and executes the instructions, the chip can perform the method for compensating rack force provided by the above embodiment.

[0169] The embodiment also provides a computer readable storage medium, which stores computer program code. When the computer program code runs on the computer, the computer program code makes the computer perform the related method steps to implement the method for compensating rack force provided by the above embodiment.

[0170] The embodiment further provides a computer program product, which, when running on a computer, causes the computer to execute the above related steps to implement the method for compensating rack force provided by the above embodiment.

[0171] Wherein, the apparatus, the computer readable storage medium, the computer program product or the chip provided by the embodiment are used for executing the corresponding method provided above, thus the beneficial effects achieved thereby can refer to the beneficial effects in the corresponding method provided above, which will not be repeated here.

[0172] Through the above description of the implementation mode, those skilled in the art can understand that, for the convenience and brevity of description, only the above division of functional modules is taken as an example for illustration, and in actual application, the above functions can be completed by different functional modules according to needs, that is, the internal structure of the apparatus is divided into different functional modules to complete all or part of the functions described above.

[0173] In the embodiments provided in the present application, it should be understood that the disclosed apparatus and method can be implemented by other manners. For example, the apparatus embodiment described above is only illustrative, for example, the division of modules or units is only a logical function division, and in actual implementation, there can be another division manner, for example, a plurality of units or components can be combined or integrated into another apparatus, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the displayed or discussed each other can be through some interface, indirect coupling or communication connection between the apparatus or unit, which can be electrical, mechanical or other forms.

[0174] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto, any skilled person in the art can easily think of changes or replacements within the technical range disclosed in the present application, which should be covered in the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A method of compensating for rack forces, characterized by, The method comprises: determining whether the vehicle is on a preset road according to a component state parameter of the vehicle, the component state parameter being used to represent information collected by a component of the vehicle; in a case where the vehicle is on the preset road, compensating for a rack force of a target rack according to the component state parameter to obtain a compensated target rack force, the target rack being a rack driven by a steering execution motor of a steer-by-wire system; controlling a hand feeling simulation motor of the steer-by-wire system to output a simulated resistance to a steering wheel according to the target rack force to simulate a driving hand feeling; wherein the component state parameter comprises a cross-axis current of the steering execution motor, a moving position and a moving speed of the target rack, and the compensating for the rack force of the target rack according to the component state parameter to obtain the compensated target rack force comprises: determining an output torque of the steering execution motor according to the cross-axis current of the steering execution motor at a current time; determining a current rack force according to the output torque, the moving position and the moving speed of the target rack at the current time; determining the compensated rack force according to the output torque and the moving position at the current time; summing the current rack force and the compensated rack force to obtain the target rack force.

2. The method of claim 1, wherein, Before the compensating for the rack force of the target rack according to the component state parameter, the method further comprises: determining whether the vehicle satisfies a rack force compensation condition according to the component state parameter.

3. The method of claim 2, wherein, The component state parameter comprises a steering wheel rotating speed, a steering wheel rotating angle, a yaw rate and a driver hand force, and the determining whether the vehicle satisfies the rack force compensation condition according to the component state parameter comprises: in a case where the steering wheel rotating speed at a current time is less than or equal to a preset rotating speed, the steering wheel rotating angle at the current time is less than or equal to a preset rotating angle, the yaw rate at the current time is less than or equal to a preset yaw rate, and the driver hand force at the current time is less than or equal to a preset hand force, it is determined that the vehicle satisfies the rack force compensation condition; in a case where the steering wheel rotating speed at the current time is greater than the preset rotating speed, or the steering wheel rotating speed at the current time is greater than the preset rotating angle, or the yaw rate at the current time is greater than the preset yaw rate, or the driver hand force at the current time is greater than the preset hand force, it is determined that the vehicle does not satisfy the rack force compensation condition.

4. The method of claim 1, wherein, The component state parameter comprises a vehicle speed, a steering wheel rotating angle, a steering wheel rotating speed, a driver hand force, a yaw rate, a cross-axis current of the steering execution motor, a moving position and a moving speed of the target rack, and the determining whether the vehicle is on a preset road according to a component state parameter of the vehicle comprises: in a steering wheel rotating process, for any rotating time of a plurality of continuous rotating times, a preset rack force corresponding to the rotating time is determined according to the vehicle speed, the steering wheel rotating angle, the steering wheel rotating speed, the driver hand force and the yaw rate at the rotating time, the plurality of rotating times comprising a current time and at least one historical rotating time before the current time; acquire a cross-axis current of the steering execution motor at a rotation moment, a moving position and a moving speed of the target rack at the rotation moment; determine a rack force of the target rack at the rotation moment according to the cross-axis current at the rotation moment, the moving position and the moving speed at the rotation moment; determine whether a road where the vehicle is located is the preset road according to the preset rack force and the rack force at the rotation moment.

5. The method of claim 4, wherein, The determining whether the road where the vehicle is located is the preset road according to the preset rack force and the rack force at the rotation moment comprises: determining a rack force difference between the preset rack force and the rack force at the rotation moment; determining that the road where the vehicle is located is the preset road in a case where the rack force difference is less than or equal to a preset difference value; determining that the road where the vehicle is located is not the preset road in a case where the rack force difference is greater than the preset difference value.

6. A device for compensating for rack forces, characterized in that The apparatus comprises: a determining module configured to determine whether the vehicle is located on a preset road according to a component state parameter of the vehicle, the component state parameter being used to represent information collected by a component of the vehicle; a rack force compensation module configured to compensate a rack force of a target rack according to the component state parameter to obtain a compensated target rack force in a case where the vehicle is located on the preset road, the target rack being a rack driven by a steering execution motor of a steer-by-wire system; a resistance output module configured to control a hand feeling simulation motor of the steer-by-wire system to output a simulation resistance to a steering wheel according to the target rack force, so as to simulate a driving hand feeling; wherein the component state parameter comprises a cross-axis current of the steering execution motor, a moving position and a moving speed of the target rack, and the rack force compensation module is specifically configured to: determine an output torque of the steering execution motor according to a cross-axis current of the steering execution motor at a current moment; determine a current rack force according to the output torque, a moving position and a moving speed of the target rack at the current moment; determine the compensated rack force according to the output torque and the moving position at the current moment; sum the current rack force and the compensated rack force to obtain the target rack force.

7. A vehicle characterized by comprising: The vehicle comprises: a memory configured to store executable program codes; a processor configured to call and run the executable program codes from the memory, so that the vehicle executes the method according to any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer readable storage medium stores a computer program, when the computer program is executed, the method according to any one of claims 1 to 5 is realized.

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