A collaborative control method for SBW system angle actuator and hand feel simulator

Abstract

The present application relates to the technical field of SBW system control, and discloses a method for coordinated control of an SBW system angle actuator and a hand feel simulator, the method comprising: obtaining the current steering wheel hand torque and angle, and calculating and obtaining a basic power torque according to the steering wheel hand torque and angle; obtaining user preference information and current driving environment information, performing compensation analysis according to the user preference information and current driving environment information, and obtaining a compensation torque according to the analysis result; obtaining a hand feel simulator control torque according to the basic power torque and the compensation torque, and adjusting the resistance torque of the steering wheel by the hand feel simulator control torque. By adjusting the resistance torque of the steering wheel by the hand feel simulator control torque, the feedback resistance can be adaptively fine-tuned according to different environmental conditions and preferences of different users on the basis of accurate feedback of the road feel, thereby improving the feedback authenticity of the SBW system and the adaptability of different users.

Description

Technical Field

[0001] The present application relates to the technical field of SBW system control, and in particular to a method for coordinated control of an SBW system angle actuator and a hand feel simulator. Background Art

[0002] The SBW system eliminates the mechanical connection between the steering wheel and the steering wheel in the traditional steering system, breaking away from the limitations of the traditional steering system. Its angle transmission characteristics and force transmission characteristics are achieved through the electric energy of the electric transmission mechanism, and intelligent vehicle steering is achieved through the control algorithm. Since the SBW system relies on the motor to completely realize steering, it breaks away from the various limitations of mechanical hard connection. In conjunction with a series of monitoring and execution algorithms of the SBW system, a comprehensive improvement of driving characteristics is achieved. Including improving driving comfort, improving steering safety, improving steering controllability and steering accuracy and personalized settings, and cooperating with ESC to effectively respond to emergency avoidance. The system can also shield the driver's wrong steering operation and automatically control the body stability. The SBW system is divided into two control units: the angle actuator and the feel simulator. The controllers all communicate with the vehicle CAN network, and the controllers communicate with each other through the CAN bus; since the SBW system disconnects the steering shaft, the rack force is provided autonomously by the motor in its dynamic model. There is no rack torque feedback to the steering wheel. No road feel feedback can be formed. By restoring the rack force through software algorithms and fitting the reverse force of the rack force to the column, the feel force can be calculated and fed back to the steering wheel by the feel simulator to form road feel feedback, so as to achieve the complete control function of wire-controlled steering.

[0003] The existing SBW system is mainly implemented through a torque simulation algorithm. After a simulation and analysis process including basic power assistance, return compensation, damping compensation, and calculation of target power assistance, the rack force is analyzed and simulated in combination with the return force and friction force in the mechanical system. Combined with the performance parameters of the motor gear torque, it can provide real-time feedback on the road feel based on the current road conditions and vehicle speed. On the basis of ensuring the synchronous control of the steering angle actuator and the feel simulator, the basic power assistance torque is obtained to achieve a restoration simulation of the road feel.

[0004] However, although the existing SBW system can restore the rack force through software algorithms and fit the reverse force from the rack force to the column to achieve feedback on the road feel, the feedback standards given under different environmental conditions are the same. At the same time, it is unable to make adaptive adjustments according to the different operating habits of different users. Therefore, although the existing SBW system can achieve true simulation feedback of resistance through calculation, there is still room for improvement in feedback authenticity and adaptability to different users. Summary of the invention

[0005] In order to improve the feedback authenticity and adaptability of the SBW system to different users, the present application provides a collaborative control method of an SBW system angle actuator and a hand feel simulator.

[0006] In a first aspect, the present application provides a method for collaboratively controlling a SBW system angle actuator and a hand feel simulator, using the following technical solution:

[0007] A method for cooperatively controlling an SBW system angle actuator and a hand feeling simulator, the method comprising:

[0008] Get the current steering wheel hand torque and angle, and calculate the basic power torque based on the steering wheel hand torque and angle;

[0009] Obtaining user preference information and current driving environment information, performing compensation analysis based on the user preference information and current driving environment information, and obtaining compensation torque based on the analysis results;

[0010] The control torque of the feel simulator is obtained according to the basic assist torque and the compensation torque, and the resistance torque of the steering wheel is adjusted by the control torque of the feel simulator.

[0011] By adopting the above technical scheme, the feedback resistance torque can be adjusted in real time in combination with the current environmental factors and road conditions to obtain the compensation torque, and the feel simulator control torque can be obtained according to the basic assist torque and the compensation torque. The resistance torque of the steering wheel is adjusted by the feel simulator control torque, thereby achieving adaptive fine-tuning of the feedback resistance according to different environmental conditions and the preferences of different users on the basis of accurate feedback of the road feel, thereby improving the feedback authenticity of the SBW system and the adaptability of different users.

[0012] Optionally, the user preference information includes a curve of a user preference compensation torque changing with speed, and the user preference compensation torque is determined according to the curve of a user preference compensation torque changing with speed.

[0013] By adopting the above technical solution, the user can directly set the user preferred compensation torque changing with speed curve according to the needs. In this process, the system will give a common resistance adjustment range, and the user only needs to select within the adjustment range, thereby realizing the acquisition of the user preferred compensation torque changing with speed curve. After that, the user preferred compensation torque is determined according to the user preferred compensation torque changing with speed curve. Therefore, the steering wheel damping state during the user's driving process can be adaptively adjusted in combination with the user's driving habits, and then on the basis of satisfying accurate feedback on road feel, the different driving needs and habits of different users can be met, thereby improving the adaptability of different users.

[0014] Optionally, the user preference information includes the user's historical vehicle model, historical vehicle usage years and historical vehicle usage mileage, and the user preference compensation torque vs. speed curve is obtained based on the user preference information, and the user preference compensation torque is determined based on the user preference compensation torque vs. speed curve.

[0015] By adopting the above technical solution, the user can obtain the user's preferred compensation torque changing with speed curve according to the habitual preferences of previous vehicles. The system presets the damping state of common vehicle models under different usage conditions. Therefore, through the user's historical vehicle model, historical vehicle age and historical vehicle mileage input by the user, the damping state of the user's historical vehicle can be obtained by comparing the age and usage history of the vehicle model, thereby realizing the acquisition of the user's preferred compensation torque changing with speed curve, and then determining the user's preferred compensation torque according to the user's preferred compensation torque changing with speed curve. Therefore, the steering wheel damping state of the user during the driving process can be adaptively adjusted in combination with the user's driving habits, and then on the basis of satisfying accurate feedback on road feel, it can meet the different driving needs and habits of different users, thereby improving the adaptability of different users.

[0016] Optionally, the current driving information includes road type, environmental parameters and road dryness status;

[0017] The compensation analysis process includes:

[0018] An environmental state compensation torque is determined according to current driving information, and a compensation torque is obtained according to the environmental state compensation torque and a user preference compensation torque.

[0019] By adopting the above technical solution, the resistance exerted on the steering wheel by the user during driving can be fine-tuned in real time by acquiring the road type, environmental parameters and road dryness, so as to provide the user with status feedback under different driving conditions. While enhancing the authenticity of the road feel feedback, it can improve the user experience. In addition, it should be noted that the degree of influence of the environmental state compensation torque on the final resistance torque exerted on the steering wheel can be adaptively adjusted according to the user's choice. Therefore, this process can also be selectively adjusted according to the driving habits of different users to meet the needs of different users while ensuring the authenticity of the road feel feedback.

[0020] Optionally, the process of acquiring the environmental state compensation torque includes:

[0021] The time-varying model T of the environmental state compensation torque is obtained by calculating (1)-(3) E (v);

[0022]

[0023] R=R0(type rd)(v)*E0 (2)

[0024]

[0025] According to the current vehicle speed and T E (v) determining the real-time environmental state compensation torque;

[0026] Among them, R is the environmental state compensation interval, u R is the upper limit of R, l R is the lower limit of R, type rd is the road type, R0(type rd )(v) is the benchmark model corresponding to the road type, E0 is the environmental impact coefficient, n is the number of environmental parameters, i = 1, 2, ..., n, a i is the value of the i-th environmental parameter, a0 i is the i-th environmental parameter reference value, a1 i is the value of the i-th environmental parameter unit, p i is the influence model of the ith environmental parameter, w is the road dryness state value, when it is dry, w = 1, otherwise w = 0, and f is the road dryness influence coefficient comparison table function.

[0027] By adopting the above technical solution, the model of the environmental state compensation torque changing with time can be calculated. In the process of acquiring test data, the consistency of the test vehicle state needs to be ensured. At the same time, fitting is performed according to the test data difference of the test vehicle under different road types, thereby removing the influence of the vehicle's own damping state on the damping factor of the road type, thereby improving the accuracy of the data. The influence model corresponding to the environmental parameter is input to obtain the influence value of the environmental parameter, and then the model of the environmental state compensation torque changing with time can be obtained. The real-time environmental state compensation torque is determined according to the current vehicle driving speed and the environmental state compensation torque changing with time model; thereby, the authenticity of the road feel feedback can be enhanced while improving the user experience.

[0028] Optionally, the process of obtaining the compensation torque includes:

[0029] The compensation torque T is calculated by formula (4): cp ;

[0030] T cp (v) = f ex (T E (v)+α*T user (v) / (1+α)) (4)

[0031] Among them, f ex is the judgment function, when T e (v)+α*Tuser (v) / (1+α)<T u When T cp (v) = T E (v)+α*T user (v) / (1+α), otherwise, T cp (v) = T u , T u is a preset fixed value; T user (v) is the user preference compensation torque, and α is the dynamic adjustment coefficient.

[0032] By adopting the above technical solution, it is possible to ensure that the damping of the steering wheel is within a controllable range, ensure the synchronization of the operation of the hand feel simulator and the steering actuator, improve the system's fault tolerance performance, and at the same time ensure the authenticity of the road feel feedback, helping users to promptly judge the risks in the vehicle control process and ensure the safety of the driving process.

[0033] Optionally, the process of obtaining the control torque of the hand feeling simulator according to the basic assist torque and the compensation torque includes:

[0034] The control torque T of the hand feel simulator is calculated by formula (5): ct (v);

[0035] T ct (v) = T base (v)+γ*T cp (v) (5)

[0036] Among them, T base (v) is the basic assist torque, γ is the adjustment coefficient, and it satisfies 0≤γ≤1.

[0037] By adopting the above technical solution, based on the dynamic adjustment of the basic assist torque and the compensation torque, the obtained control torque of the feel simulator can adjust the influence of the compensation torque, thereby meeting the different habit requirements of different users. At the same time, the obtained basic assist torque can ensure real-time feedback on the road feel, thereby ensuring the accuracy of the torque feedback process and the adaptability of different users.

[0038] Optionally, the adjustment coefficient γ is a user preset parameter and is adjusted according to the user.

[0039] By adopting the above technical solution and adjusting the setting of the coefficient γ, the user can choose whether to dynamically and adaptively adjust the steering wheel torque based on environmental factors and user preferences according to needs. When the selection is yes, the degree of influence can be adjusted by adjusting the size of the coefficient to meet the different habits of different users. At the same time, the basic assist torque obtained can ensure real-time feedback on the road feel, thereby ensuring the accuracy of the torque feedback process and the adaptability of different users.

[0040] In summary, the present application includes at least one of the following beneficial technical effects:

[0041] 1. The present invention can adjust the resistance torque of feedback in real time in combination with the current environmental factors and road conditions, obtain the compensation torque, obtain the control torque of the feel simulator according to the basic assist torque and the compensation torque, and adjust the resistance torque of the steering wheel through the control torque of the feel simulator, thereby realizing the adaptive fine-tuning of the feedback resistance according to different environmental conditions and the preferences of different users on the basis of accurate feedback of the road feel, thereby improving the feedback authenticity of the SBW system and the adaptability of different users. At the same time, the present invention can ensure that the damping of the steering wheel is within a controllable range, ensure the synchronization of the operation of the feel simulator and the steering actuator, improve the fault tolerance of the system, and at the same time ensure the authenticity of the road feel feedback, help users to timely judge the risks in the vehicle control process, and ensure the safety of the driving process. The present invention also enables the user to choose whether to dynamically and adaptively adjust the steering wheel torque based on environmental factors and user preferences according to needs. When the selection is yes, the degree of influence can be adjusted by adjusting the size of the coefficient, thereby meeting the different habits of different users. At the same time, the basic assist torque obtained can ensure real-time feedback on the road feel, thereby ensuring the accuracy of the torque feedback process and the adaptability of different users.

[0042] 2. Through the technical solution of the present invention, the user can directly set the user preferred compensation torque with speed change curve according to the demand, or obtain the user preferred compensation torque with speed change curve according to the habitual preference of the previous vehicle. When the user sets the user preferred compensation torque with speed change curve by himself, the system will give a common resistance adjustment range, and the user only needs to select within the adjustment range. When the user sets it according to the habitual preference of the previous vehicle, the system presets the damping state of common vehicle models under different usage conditions. Therefore, through the user's historical vehicle model, historical vehicle age and historical vehicle mileage input by the user, the damping state of the user's historical vehicle can be obtained by comparing the age and usage history of the vehicle model, thereby realizing the acquisition of the user preferred compensation torque with speed change curve, and then determining the user preferred compensation torque according to the user preferred compensation torque with speed change curve. Therefore, the steering wheel damping state during the user's driving process can be adaptively adjusted in combination with the user's driving habits, and then on the basis of satisfying accurate feedback on the road feel, it can meet the different driving needs and habits of different users, thereby improving the adaptability of different users. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 It is a flow chart of the steps of the coordinated control method of the SBW system angle actuator and the hand feel simulator. DETAILED DESCRIPTION

[0044] Embodiments of the present application are described in detail below, examples of which are shown in the accompanying drawings.

[0045] In the description of this specification, the description with reference to the terms "certain embodiments", "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiments or examples are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0046] The embodiment of the present application discloses a method for cooperatively controlling a SBW system angle actuator and a hand feeling simulator, referring to Figure 1 , including: obtaining the current steering wheel hand torque and steering angle, and calculating the basic power-assist torque based on the steering wheel hand torque and steering angle; this process is implemented based on the existing torque simulation algorithm, and after simulation and analysis processes such as basic power assistance, return compensation and damping compensation, combined with the return force and friction in the mechanical system, it can provide real-time feedback on the road feel of the current road conditions and vehicle driving speed, and then obtain the basic power-assist torque on the basis of ensuring the synchronous control of the steering angle actuator and the hand feel simulator, and realize the restoration simulation of the road feel. In addition, by obtaining user preference information and current driving environment information, compensation analysis is performed based on the user preference information and current driving environment information, and compensation is obtained based on the analysis results. torque; the control torque of the feel simulator is obtained according to the basic power-assist torque and the compensation torque, and the resistance torque of the steering wheel is adjusted by the control torque of the feel simulator. Through the above technical scheme, the feedback resistance torque can be adjusted in real time in combination with the current environmental factors and road conditions to obtain the compensation torque, and the control torque of the feel simulator is obtained according to the basic power-assist torque and the compensation torque, and the resistance torque of the steering wheel is adjusted by the control torque of the feel simulator, thereby achieving adaptive fine-tuning of the feedback resistance according to different environmental conditions and the preferences of different users on the basis of accurate feedback of the road feel, thereby improving the feedback authenticity of the SBW system and the adaptability of different users.

[0047] Among them, the user preference information includes the user preferred compensation torque changing with speed curve and the user's historical vehicle model, historical vehicle usage age and historical vehicle mileage. The user can directly set the user preferred compensation torque changing with speed curve according to the needs, or obtain the user preferred compensation torque changing with speed curve according to the habitual preferences of previous vehicles. Among them, when the user sets the user preferred compensation torque changing with speed curve by himself, the system will give a common resistance adjustment range, and the user only needs to select within the adjustment range. When the user sets it according to the habitual preferences of previous vehicles, the system presets the damping states of common vehicle models under different usage conditions. Therefore, through the user's historical vehicle model, historical vehicle age and historical vehicle mileage input by the user, the damping state of the user's historical vehicle can be obtained by comparing the age and usage history of the vehicle model, and then the user's preferred compensation torque versus speed change curve can be obtained. After that, the user's preferred compensation torque is determined according to the user's preferred compensation torque versus speed change curve. Therefore, the steering wheel damping state during the user's driving process can be adaptively adjusted in combination with the user's driving habits, and then on the basis of satisfying accurate feedback on the road feel, the different driving needs and habits of different users can be met, thereby improving the adaptability of different users.

[0048] In addition, the current driving information includes road type, environmental parameters and road dryness; the compensation analysis process includes: determining the environmental state compensation torque according to the current driving information, and obtaining the compensation torque according to the environmental state compensation torque and the user preference compensation torque. Through this process, the resistance exerted on the steering wheel during the user's driving process can be fine-tuned in real time through the acquired road type, environmental parameters and road dryness, so as to give the user status feedback under different driving states, while enhancing the authenticity of the road feel feedback, it can improve the user's experience. In addition, it should be noted that the degree of influence of the environmental state compensation torque on the final resistance torque exerted on the steering wheel can be adaptively adjusted according to the user's choice. Therefore, this process can also be selectively adjusted according to the driving habits of different users to meet the needs of different users while ensuring the authenticity of the road feel feedback.

[0049] In addition, the process of obtaining the environmental state compensation torque includes: obtaining the environmental state compensation torque change model T over time by calculating through formulas (1)-(3) E (v);

[0050]

[0051] R=R0(type rd )(v)*E0 (2)

[0052]

[0053] Among them, R is the environmental state compensation interval, u R is the upper limit of R, l R is the lower limit of R, type rd The road type includes common cement concrete roads, asphalt roads, dirt roads, etc. The data is obtained by collecting road image information through the camera device on the vehicle, and then identifying it based on the image recognition model in the existing technology to obtain the road type, R0 (type rd )(v) is the benchmark model corresponding to the road type. The benchmark model is classified and integrated according to the test data under different road types, and then obtained through data fitting. Therefore, after determining the corresponding road type, the benchmark model corresponding to the road type can be determined. It should be noted that in the process of obtaining test data, it is necessary to ensure the consistency of the test vehicle state. At the same time, fitting is performed based on the test data difference of the test vehicle under different road types, thereby removing the influence of the vehicle's own damping state on the damping factor of the road type, thereby improving the accuracy of the data. E0 is the environmental impact coefficient, n is the number of environmental parameters, i = 1, 2, ..., n, the selection process of the above environmental parameters is selected and set according to the accuracy requirements, and parameters such as temperature and wind force that affect damping are often selected, a i is the value of the i-th environmental parameter, a0 i is the i-th environmental parameter reference value, a1 i is the value of the i-th environmental parameter unit, p i is the influence model of the i-th environmental parameter. The reference value and unit value of each environmental parameter are set according to the specific type of the environmental parameter. For example, the reference value of temperature is 25 degrees Celsius and the unit value is 1 degree Celsius. i -a0 i ) / a1 i Obtain the difference ratio of the current environmental parameter value to the reference value, and then input it through the impact model corresponding to the environmental parameter to obtain the impact value of the environmental parameter, where p i is the influence model of the i-th environmental parameter, which is set according to the test data fitting under different environmental parameters, and is not limited here. In addition, w is the road dryness state value. When it is dry, w=1, otherwise w=0. f is the road dryness influence coefficient comparison table function. The road dryness influence coefficient comparison table function sets the corresponding different influence coefficients according to the value of w 1 or 0, thereby adjusting the influence degree according to the road dryness state. The different influence coefficients are set according to the test data of the test vehicle under the road dryness and wetness states, respectively. No further details are given here. Through the calculation process of the above formulas (1)-(3), the environmental state compensation torque change model T over time can be obtained. E (v), according to the current vehicle speed and T E(v) Determine the real-time environmental state compensation torque; thereby enhancing the authenticity of road feel feedback while improving the user experience.

[0054] In addition, the process of obtaining the compensation torque includes: calculating the compensation torque T by formula (4) cp ;

[0055] T cp (v) = f ex (T E (v)+α*T user (v) / (1+α)) (4)

[0056] Among them, f ex is the judgment function, when T E (v)+α*T user (v) / (1+α)<T u When T cp (v) = T E (v)+α*T user (v) / (1+α), otherwise, T cp (v) = T u , T u is a preset fixed value; T user (v) is the user preference compensation torque, and α is the dynamic adjustment coefficient, which is set after fitting based on empirical data to balance the influence of user preferences and environmental factors. E (v)+α*T user (v) / (1+α)<T u When , it means that the compensation torque fluctuates within a controllable range, so let T cp (v) = T E (v)+α*T user (v) / (1+α), otherwise, let T cp (v) = T u , which can ensure that the damping of the steering wheel is within a controllable range, ensure the synchronization of the operation of the hand feel simulator and the steering actuator, improve the system's fault tolerance performance, and at the same time ensure the authenticity of the road feel feedback, helping users to promptly judge the risks in the vehicle control process and ensure the safety of the driving process.

[0057] In addition, the process of obtaining the control torque of the hand feel simulator according to the basic assist torque and the compensation torque includes:

[0058] The control torque T of the hand feel simulator is calculated by formula (5): ct (v);

[0059] T ct (v) = T base (v)+γ*T cp(v) (5)

[0060] Among them, T base (v) is the basic assist torque. This data is obtained based on the torque simulation algorithm in the prior art. It undergoes simulation analysis processes such as basic assist, self-centering compensation and damping compensation, and is combined with the self-centering force and friction force in the mechanical system to provide real-time feedback on the road feel based on the current road conditions and vehicle speed. Based on the dynamic adjustment of the basic assist torque and the compensation torque, the obtained hand feel simulator control torque can adjust the degree of influence of the compensation torque. γ is the adjustment coefficient and satisfies 0≤γ≤1, wherein the adjustment coefficient γ is a user preset parameter and is adjusted according to the user. By setting the adjustment coefficient γ, the user can choose whether to dynamically and adaptively adjust the steering wheel torque based on environmental factors and user preferences according to needs. When the selection is yes, the degree of influence can be adjusted by adjusting the size of the coefficient to meet the different habits of different users. At the same time, the basic assist torque obtained can ensure real-time feedback on the road feel, thereby ensuring the accuracy of the torque feedback process and the adaptability of different users.

[0061] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A coordinated control method of an SBW system angle actuator and a hand feel simulator, characterized in that: The method comprises: Get the current steering wheel hand torque and angle, and calculate the basic power torque based on the steering wheel hand torque and angle; Obtaining user preference information and current driving environment information, performing compensation analysis based on the user preference information and current driving environment information, and obtaining compensation torque based on the analysis results; The control torque of the hand-feel simulator is obtained according to the basic assist torque and the compensation torque, and the resistance torque of the steering wheel is adjusted by the control torque of the hand-feel simulator; The user preference information includes a user preference compensation torque versus speed variation curve, and the user preference compensation torque is determined according to the user preference compensation torque versus speed variation curve; The current driving environment information includes road type, environmental parameters and road dryness status; The compensation analysis process includes: Determine the environmental state compensation torque according to the current driving environment information, obtain the compensation torque according to the environmental state compensation torque and the user preference compensation torque, The process of obtaining the environmental state compensation torque includes: The time-varying model T of the environmental state compensation torque is obtained by calculating (1)-(3) E (v); R=R0(type rd )(v)*E0 (2) According to the current vehicle speed and T E (v) determining the real-time environmental state compensation torque; Among them, R is the environmental state compensation interval, u R is the upper limit of R, l R is the lower limit of R, type rd is the road type, R0(type rd )(v) is the benchmark model corresponding to the road type, E0 is the environmental impact coefficient, n is the number of environmental parameters, i = 1, 2, ..., n, a i is the value of the i-th environmental parameter, a0 i is the i-th environmental parameter reference value, a1 i is the value of the i-th environmental parameter unit, p i is the influence model of the ith environmental parameter, w is the road dryness state value, when it is dry, w = 1, otherwise w = 0, and f is the road dryness influence coefficient comparison table function.

2. The method for cooperatively controlling the SBW system angle actuator and the hand feeling simulator according to claim 1, characterized in that: The user preference information includes the user's historical vehicle model, historical vehicle usage years and historical vehicle usage mileage. The user preference compensation torque variation curve with speed is obtained according to the user preference information, and the user preference compensation torque is determined according to the user preference compensation torque variation curve with speed.

3. The method for cooperatively controlling the SBW system angle actuator and the hand feeling simulator according to claim 1, characterized in that: The process of obtaining the compensation torque includes: The compensation torque T is calculated by formula (4): cp ; T cp (v)=f ex (T E (v)+α*T user (v) / (1+α)) (4) Among them, f ex is the judgment function, when T E (v)+α*T user (v) / (1+α)<T u When T cp (v) = T E (v)+α*T user (v) / (1+α), otherwise, T cp (v) = T u , T u is a preset fixed value; T user (v) is the user preference compensation torque, and α is the dynamic adjustment coefficient.

4. The method for cooperatively controlling the SBW system angle actuator and the hand feeling simulator according to claim 3 is characterized in that: The process of obtaining the control torque of the hand feel simulator according to the basic assist torque and the compensation torque includes: The control torque T of the hand feel simulator is calculated by formula (5): ct (v); T ct (v)=T base (v)+γ*T cp (v) (5) Among them, T base (v) is the basic assist torque, γ is the adjustment coefficient, and it satisfies 0≤γ≤1.

5. The method for cooperatively controlling the SBW system angle actuator and the hand feeling simulator according to claim 4, characterized in that: The adjustment coefficient γ is a user preset parameter and is adjusted according to the user.

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