Control method and system for active return of steer-by-wire vehicle

Abstract

The invention relates to a control method and system for active return of a steering wheel of a steer-by-wire vehicle, and the control method comprises the steps: S1, entering an active return mode, and enabling a steering wheel actuator to obtain the target rotation speed of wheels based on the current vehicle speed and the wheel angle; s2, based on the target rotating speed of the wheel, the wheel actuator controls the wheel to return at the target rotating speed of the wheel; s3, the wheel actuator transmits the real-time rotating speed of the wheels to a steering wheel actuator; s4, based on the real-time rotation speed of the wheels, the target rotation speed of the steering wheel is obtained; and S5, based on the difference value between the real-time angle of the steering wheel and the real-time angle of the wheel, the target rotating speed of the steering wheel is corrected, and the steering wheel actuator controls the steering wheel to return at the corrected target rotating speed. The target rotating speed of the steering wheel is finely adjusted through the difference value between the real-time angle of the steering wheel and the real-time angle of the wheel, and the authenticity and real-time performance of the hand feeling of a driver are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of SBW vehicles, and in particular to a control method and system for active centering of a steer-by-wire vehicle. Background Art

[0002] Electric power steering by wire (SBW) means that there is no direct mechanical connection between the steering wheel and the wheels, and the steering wheel controls the wheels through cables. Figure 1 As shown, the steering system of the SBW vehicle includes a steering wheel actuator (Hand Wheel Actuator, referred to as HWA) and a wheel actuator (Road Wheel Actuator, referred to as RWA).

[0003] In normal assist mode, HWA plays the role of controller and RWA plays the role of actuator. The wheel rotation angle is determined by HWA, and RWA is responsible for executing the wheel rotation angle command issued by HWA. Therefore, in normal assist mode of SBW vehicle, the wheel rotation angle is determined by the steering wheel rotation angle.

[0004] In the active return mode, the steering wheel of a traditional vehicle is directly connected to the wheels through a mechanical structure, so when the wheels of a traditional vehicle turn to a certain angle, the steering wheel naturally turns the corresponding angle with the wheels. In the active return mode, when the driver does not apply or applies very little torque to the steering wheel, and the vehicle speed is greater than a preset value (for example, 2km / h), the controller actively controls the steering wheel and wheels to return to the zero position.

[0005] However, since there is no mechanical structure restriction between the wheels and steering wheel of the SBW vehicle, the steering wheel and wheels are decoupled. Therefore, the active self-centering function of the SBW vehicle is different from that of the traditional vehicle. In the active self-centering mode, the SBW vehicle needs to control the steering wheel and wheels at the same time to enable the HWA and RWA to work together to match the steering wheel rotation angle with the wheel rotation angle to avoid the steering wheel from turning and jumping, which affects the driving feel. Summary of the invention

[0006] In order to overcome the problems existing in the related art, the present disclosure provides a control method and system for active centering of a steer-by-wire vehicle.

[0007] According to a first aspect of an embodiment of the present disclosure, the present disclosure provides a control method for active self-centering of a steer-by-wire vehicle, comprising the following steps: Step S1: Entering an active self-centering mode, the steering wheel actuator obtains a target rotation speed of the wheel based on the current vehicle speed and wheel angle; Step S2: Based on the target rotation speed of the wheel, the wheel actuator controls the wheel to center at the target rotation speed of the wheel; Step S3: The wheel actuator transmits the real-time rotation speed of the wheel to the steering wheel actuator; Step S4: Based on the real-time rotation speed of the wheel, obtain the target rotation speed of the steering wheel; Step S5: Based on the difference between the real-time angle of the steering wheel and the real-time angle of the wheel, correct the target rotation speed of the steering wheel, and the steering wheel actuator controls the steering wheel to center at the corrected target rotation speed.

[0008] In some embodiments, in step S1 , the vehicle speed is negatively correlated with the target rotational speed of the wheel, and the wheel angle is positively correlated with the target rotational speed of the wheel.

[0009] In some embodiments, step S2 specifically includes: step S21: the steering wheel actuator sends the target rotation speed of the wheel to the wheel actuator; step S22: based on the difference between the target rotation speed of the wheel and the actual rotation speed of the wheel, the torque output of the motor of the wheel actuator is closed-loop adjusted to control the wheel to return to the center at the target rotation speed of the wheel.

[0010] In some embodiments, in the step S5, it specifically includes: step S51, obtaining the real-time angle of the steering wheel and the real-time angle of the wheel, and calculating the difference between the real-time angle of the steering wheel and the real-time angle of the wheel; step S52, obtaining a steering wheel rotation speed correction value based on the difference between the real-time angle of the steering wheel and the real-time angle of the wheel; step S53, based on the rotation speed correction value, the steering wheel actuator corrects the target rotation speed of the steering wheel and obtains the corrected target rotation speed of the steering wheel; step S54, based on the corrected target rotation speed of the steering wheel, the steering wheel actuator controls the steering wheel to return to the corrected target rotation speed.

[0011] In some embodiments, in step S52, the absolute value of the difference between the real-time steering wheel angle and the real-time wheel angle is positively correlated with the absolute value of the rotation speed correction value.

[0012] In some embodiments, in step S52, when the real-time angle of the steering wheel is less than the real-time angle of the wheel, the steering wheel leads the wheel, and the rotation speed correction value is a negative number, which reduces the target rotation speed of the steering wheel; when the real-time angle of the steering wheel is greater than the real-time angle of the wheel, the steering wheel lags behind the wheel, and the rotation speed correction value is a positive number, which increases the target rotation speed of the steering wheel.

[0013] In some embodiments, in step S54, based on the corrected target rotation speed of the steering wheel, the torque output of the motor of the steering wheel actuator is adjusted in a closed loop to control the steering wheel to return to the corrected target rotation speed.

[0014] According to a second aspect of an embodiment of the present disclosure, the present disclosure provides a control system for active self-centering of a steer-by-wire vehicle, comprising: a first acquisition unit: configured to enter an active self-centering mode, wherein a steering wheel actuator obtains a target rotation speed of the wheel based on a current vehicle speed and a wheel angle; a first control unit: configured to control the wheel actuator to center the wheel at the target rotation speed of the wheel based on the target rotation speed of the wheel; a transmission unit: configured to transmit the real-time rotation speed of the wheel to the steering wheel actuator by the wheel actuator; a second acquisition unit: configured to acquire the target rotation speed of the steering wheel based on the real-time rotation speed of the wheel; a correction control unit: configured to correct the target rotation speed of the steering wheel based on a difference between the real-time angle of the steering wheel and the real-time angle of the wheel, wherein the steering wheel actuator controls the steering wheel to center at the corrected target rotation speed.

[0015] In some embodiments, in the first control unit, the steering wheel actuator is specifically configured to send the target rotation speed of the wheel to the wheel actuator; based on the difference between the target rotation speed of the wheel and the actual rotation speed of the wheel, the torque output of the motor of the wheel actuator is closed-loop adjusted to control the wheel to return to the center at the target rotation speed of the wheel.

[0016] In some embodiments, in the correction control unit, the specific configuration is: obtaining the real-time steering wheel angle and the real-time wheel angle, and calculating the difference between the real-time steering wheel angle and the real-time wheel angle; obtaining a steering wheel rotation speed correction value based on the difference between the real-time steering wheel angle and the real-time wheel angle; based on the rotation speed correction value, the steering wheel actuator corrects the target rotation speed of the steering wheel and obtains the corrected target rotation speed of the steering wheel; based on the corrected target rotation speed of the steering wheel, the steering wheel actuator controls the steering wheel to return to the corrected target rotation speed.

[0017] The technical solution provided by the embodiments of the present disclosure may include the following beneficial effects: when the target rotation speed of the steering wheel corresponds to the real-time rotation speed of the wheel, the target rotation speed of the steering wheel is fine-tuned by the difference between the real-time angle of the steering wheel and the real-time angle of the wheel, such as increasing or decreasing the target rotation speed of the steering wheel, so that the real-time angle of the steering wheel matches the real-time angle of the wheel, making the rotation of the steering wheel more coordinated with the rotation of the wheel, avoiding the steering wheel from jumping back to the center, and improving the authenticity and real-time nature of the driver's driving feel. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0019] Figure 1 It is a structural schematic diagram of a steering system of a steer-by-wire vehicle in the related art;

[0020] Figure 2 is a flow chart of a control method for active centering of a steer-by-wire vehicle according to an exemplary embodiment;

[0021] Figure 3 yes Figure 2 A flow chart showing another form of a control method for active centering of a center-line steering vehicle. DETAILED DESCRIPTION

[0022] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present disclosure. Instead, they are merely examples of devices and methods consistent with some aspects of the present disclosure as detailed in the appended claims.

[0023] In order to solve the above technical problems, the present invention provides a control method for active return of a steer-by-wire vehicle, such as Figure 2 As shown, the control method includes the following steps: Step S1: Entering the active return mode, the steering wheel actuator obtains the target rotation speed of the wheel based on the current vehicle speed and wheel angle; Step S2: Based on the target rotation speed of the wheel, the wheel actuator controls the wheel to return to the center at the target rotation speed of the wheel; Step S3: The wheel actuator transmits the real-time rotation speed of the wheel to the steering wheel actuator; Step S4: Based on the real-time rotation speed of the wheel, the target rotation speed of the steering wheel is obtained; Step S5: Based on the difference between the real-time angle of the steering wheel and the real-time angle of the wheel, the target rotation speed of the steering wheel is corrected, and the steering wheel controller controls the steering wheel to return to the center at the corrected target rotation speed.

[0024] Specifically, in step S1, the information of the current vehicle speed and wheel angle is obtained through the existing sensors in the SBW vehicle, and the target rotation speed of the wheel is obtained by looking up Table 1.

[0025]

[0026]

[0027] Among them, the first row in Table 1 is the current wheel angle, and the first column in Table 1 is the current vehicle speed. It can be seen from Table 1 that in step S1, the vehicle speed is negatively correlated with the target rotation speed of the wheel, that is, the greater the vehicle speed, the smaller the target rotation speed of the wheel; the current wheel angle is positively correlated with the target rotation speed of the wheel, that is, the smaller the current wheel angle, the smaller the target rotation speed of the wheel.

[0028] It should be noted that in the embodiment of the present disclosure, when the SBW wheel is in the active self-aligning mode, the final target angles of the wheel and the steering wheel are both 0°, that is, the direction in which the wheel is parallel to the longitudinal direction of the vehicle is 0°, regardless of whether the wheel and the steering wheel are turned to the left or right side of the vehicle, the closer the angle is to the longitudinal direction of the vehicle, the smaller the angle is, and the farther away from the longitudinal direction of the vehicle, the larger the angle is.

[0029] In addition, in Table 1, the target rotation speed of the wheel corresponding to the current wheel angle and the target rotation speed of the wheel corresponding to the vehicle speed are only exemplary and are not intended to limit the scope of protection of the present disclosure. The target rotation speed of the wheel can be changed according to the driver's driving feel, etc.

[0030] Furthermore, step S2 specifically includes: step S21: HWA sends the target rotation speed of the wheel to RWA; wherein, RWA starts to execute the target rotation speed instruction of the wheel sent by HWA, and thus executes step S22: based on the difference between the target rotation speed of the wheel and the actual rotation speed of the wheel, close-loop adjusts the torque output of the RWA motor to control the wheel to return to the center at the target rotation speed of the wheel.

[0031] Furthermore, in step S3, when the RWA motor controls the rotation of the wheel, the actual rotation speed of the wheel is simultaneously transmitted to the HWA.

[0032] Further, in step S4, the target rotation speed of the steering wheel is obtained based on the real-time rotation speed of the wheel. There is a corresponding speed ratio between the rotation speed of the steering wheel and the rotation speed of the wheel. For example, a steering wheel rotation speed of 10 rpm corresponds to a wheel rotation speed of 1 rpm. Therefore, after obtaining the real-time rotation speed of the wheel, the target rotation speed of the steering wheel can be obtained by the speed ratio between the two. In this way, HWA can prepare to return the steering wheel based on the target rotation speed of the steering wheel.

[0033] Since there is no direct mechanical structure connecting the steering wheel and wheels of the SBW vehicle, even if there is a corresponding speed ratio relationship between the steering wheel rotation speed and the wheel rotation speed, in the actual active return mode, even if the steering wheel rotates according to the target rotation speed, there may still be a deviation between the steering wheel rotation angle and the wheel rotation angle. At this time, it is necessary to adjust or correct the target rotation speed of the steering wheel to obtain the corrected target rotation speed of the steering wheel. The corrected target rotation speed of the steering wheel can be greater than the original target rotation speed of the steering wheel to catch up with the wheel, or the corrected target rotation speed of the steering wheel can be less than the original target rotation speed of the steering wheel to wait for the wheel, so as to finally make the steering wheel rotation angle consistent with the wheel rotation angle.

[0034] Therefore, it is necessary to execute step S5, that is, based on the difference between the real-time steering wheel angle and the real-time wheel angle, correct the target rotation speed of the steering wheel, thereby fine-tuning the target rotation speed of the steering wheel, and the steering wheel actuator HWA controls the steering wheel to return to the corrected target rotation speed.

[0035] Specifically, step S5 includes: step S51, obtaining the real-time angle of the steering wheel and the real-time angle of the wheel, and calculating the difference between the real-time angle of the steering wheel and the real-time angle of the wheel; step S52, obtaining the steering wheel rotation speed correction value based on the difference between the real-time angle of the steering wheel and the real-time angle of the wheel; step S53, based on the rotation speed correction value, HWA corrects the target rotation speed of the steering wheel and obtains the corrected target rotation speed of the steering wheel; step S54, based on the corrected target rotation speed of the steering wheel, HWA controls the steering wheel to return to the corrected target rotation speed.

[0036] In step S51, the real-time steering wheel angle and the real-time wheel angle are obtained through the existing sensors in the SBW vehicle. In step S51, the difference between the real-time steering wheel angle and the real-time wheel angle is calculated, which does not refer to the direct difference between the real-time steering wheel angle and the real-time wheel angle, because there is also a corresponding speed ratio between the steering wheel angle and the wheel angle. For example, when the wheel rotation angle is 1°, the steering wheel rotation angle is 10°. If the real-time steering wheel rotation angle measured by the sensor at this time is 5°, then the direct difference between the real-time steering wheel angle and the real-time wheel angle is 5°.

[0037] Furthermore, in step S52, based on the difference between the real-time angle of the steering wheel and the real-time angle of the wheel, a steering wheel rotation speed correction value is obtained by referring to Table 2.

[0038] -3° -2° -1° 0° 1° 2° 3° -10rpm -5rpm -3rpm 0rpm 3rpm 5rpm 10rpm

[0039] As can be seen from Table 2 above, the first line is the difference between the real-time steering wheel angle and the real-time wheel angle, and the second line is the steering wheel rotation speed correction value. Among them, the absolute value of the difference between the real-time steering wheel angle and the real-time wheel angle is positively correlated with the absolute value of the rotation speed correction value, that is, the greater the absolute value of the difference between the real-time steering wheel angle and the real-time wheel angle, the greater the steering wheel rotation speed correction value.

[0040] It should be noted that in Table 2, the steering wheel rotation speed correction value corresponding to the difference between the real-time steering wheel angle and the real-time wheel angle is only exemplary and is not intended to limit the protection scope of the present disclosure. The steering wheel rotation speed correction value can be changed according to the driver's driving feel, etc.

[0041] Further, in step S52, it can be seen from Table 2 above that the difference between the real-time steering wheel angle and the real-time wheel angle can be a positive number or a negative number.

[0042] When the difference between the real-time steering wheel angle and the real-time wheel angle is negative, it means that the real-time steering wheel angle is closer to 0°, and the real-time steering wheel angle is smaller than the real-time wheel angle. Therefore, the steering wheel turns ahead of the wheels. At this time, the steering wheel rotation speed correction value is negative, and the rotation speed correction value is added to the target rotation speed of the steering wheel, thereby reducing the target rotation speed of the steering wheel.

[0043] When the difference between the real-time steering wheel angle and the real-time wheel angle is a positive number, it means that the real-time steering wheel angle is further away from 0°, and the real-time steering wheel angle is greater than the real-time wheel angle, that is, the steering wheel lags behind the wheel rotation. At this time, the steering wheel rotation speed correction value is a positive number, and the rotation speed correction value is added to the target rotation speed of the steering wheel, thereby increasing the target rotation speed of the steering wheel.

[0044] Among them, in step S54, based on the steering wheel rotation speed correction value, the corrected target rotation speed of the steering wheel is corrected, the torque output of the HWA motor is adjusted in a closed loop, and the steering wheel is controlled to return to the corrected target rotation speed.

[0045] It can be seen from the above control method that when the target rotation speed of the steering wheel corresponds to the real-time rotation speed of the wheel, the target rotation speed of the steering wheel is fine-tuned by the difference between the real-time angle of the steering wheel and the real-time angle of the wheel, such as increasing or decreasing the target rotation speed of the steering wheel, so that the real-time angle of the steering wheel matches the real-time angle of the wheel, making the rotation of the steering wheel more coordinated with the rotation of the wheel, avoiding the steering wheel from jumping back to the center, and improving the driver's driving feel.

[0046] Based on the same inventive concept, the present disclosure also provides a control system for active self-centering of an SBW vehicle, including: a first acquisition unit: configured to enter an active self-centering mode, HWA obtains a target rotation speed of the wheel based on the current vehicle speed and the wheel angle; a first control unit: configured to control the wheel to center at the target rotation speed of the wheel based on the target rotation speed of the wheel; a transmission unit: configured to transmit the real-time rotation speed of the wheel from RWA to HWA; a second acquisition unit: configured to acquire the target rotation speed of the steering wheel based on the real-time rotation speed of the wheel; a correction control unit: configured to correct the target rotation speed of the steering wheel based on the difference between the real-time angle of the steering wheel and the real-time angle of the wheel, and HWA controls the steering wheel to center at the corrected target rotation speed.

[0047] In some embodiments, in the first control unit, the HWA is specifically configured to send the target rotational speed of the wheel to the RWA; based on the difference between the target rotational speed of the wheel and the actual rotational speed of the wheel, the torque output of the RWA motor is closed-loop adjusted to control the wheel to return to the target rotational speed of the wheel.

[0048] In some embodiments, in the correction control unit, the specific configuration is: obtaining the real-time steering wheel angle and the real-time wheel angle, and calculating the difference between the real-time steering wheel angle and the real-time wheel angle; obtaining the steering wheel rotation speed correction value based on the difference between the real-time steering wheel angle and the real-time wheel angle; based on the rotation speed correction value, HWA corrects the target rotation speed of the steering wheel, obtains the corrected target rotation speed of the steering wheel, and based on the corrected target rotation speed of the steering wheel, the steering wheel actuator controls the steering wheel to return to the corrected target rotation speed.

[0049] The specific manner in which the functions implemented in the control system in the above embodiment have been described in detail in the embodiment of the control method, and will not be elaborated here.

[0050] It is to be understood that in the present disclosure, "plurality" refers to two or more than two, and other quantifiers are similar. "And / or" describes the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. The character " / " generally indicates that the associated objects before and after are in an "or" relationship. The singular forms "a", "the" and "the" are also intended to include plural forms, unless the context clearly indicates other meanings.

[0051] It is further understood that the terms "first", "second", etc. are used to describe various structures, but these structures should not be limited to these terms. These terms are only used to distinguish structures of the same type from each other, and do not indicate a specific order or importance. In fact, the expressions "first", "second", etc. can be used interchangeably. For example, without departing from the scope of the present disclosure, a first structure can also be referred to as a second structure, and similarly, a second structure can also be referred to as a first structure.

[0052] It can be further understood that, unless otherwise specified, “connection” includes a direct connection without other components between the two, and also includes an indirect connection with other components between the two.

[0053] It is further understood that, although the operations are described in a specific order in the drawings in the embodiments of the present disclosure, it should not be understood as requiring the operations to be performed in the specific order shown or in a serial order, or requiring the execution of all the operations shown to obtain the desired results. In certain environments, multitasking and parallel processing may be advantageous.

[0054] Those skilled in the art will readily appreciate other embodiments of the present disclosure after considering the specification and practicing the invention disclosed herein. This application is intended to cover any modification, use or adaptation of the present disclosure, which follows the general principles of the present disclosure and includes common knowledge or customary techniques in the art that are not disclosed in the present disclosure. The specification and examples are intended to be exemplary only, and the true scope and spirit of the present disclosure are indicated by the following scope of rights.

[0055] It should be understood that the present disclosure is not limited to the precise structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present disclosure is limited only by the scope of the appended claims.

Claims

1. A control method for active self-centering of a steer-by-wire vehicle, characterized in that: The following steps are involved: Step S1: Entering the active return mode, the steering wheel actuator obtains the target rotation speed of the wheel based on the current vehicle speed and wheel angle; Step S2: Based on the target rotation speed of the wheel, the wheel actuator controls the wheel to return to the center position at the target rotation speed of the wheel; Step S3: the wheel actuator transmits the real-time rotation speed of the wheel to the steering wheel actuator; Step S4: obtaining a target rotation speed of the steering wheel based on the real-time rotation speed of the wheel; Step S5: Based on the difference between the real-time steering wheel angle and the real-time wheel angle, the target rotation speed of the steering wheel is corrected, and the steering wheel actuator controls the steering wheel to return to the corrected target rotation speed.

2. The control method for active return of a steer-by-wire vehicle according to claim 1, characterized in that: In the step S1 , the vehicle speed is negatively correlated with the target rotation speed of the wheel, and the wheel angle is positively correlated with the target rotation speed of the wheel.

3. The control method for active return of a steer-by-wire vehicle according to claim 1, characterized in that: In the step S2, it specifically includes: Step S21: the steering wheel actuator sends the target rotation speed of the wheel to the wheel actuator; Step S22: Based on the difference between the target rotational speed of the wheel and the actual rotational speed of the wheel, the torque output of the motor of the wheel actuator is adjusted in a closed loop to control the wheel to return to the center at the target rotational speed of the wheel.

4. The control method for active return of a steer-by-wire vehicle according to claim 1, characterized in that: In the step S5, it specifically includes: Step S51, obtaining the real-time angle of the steering wheel and the real-time angle of the wheel, and calculating the difference between the real-time angle of the steering wheel and the real-time angle of the wheel; Step S52, obtaining a steering wheel rotation speed correction value based on the difference between the real-time steering wheel angle and the real-time wheel angle; Step S53, based on the rotation speed correction value, the steering wheel actuator corrects the target rotation speed of the steering wheel to obtain the corrected target rotation speed of the steering wheel; Step S54: Based on the corrected target rotation speed of the steering wheel, the steering wheel actuator controls the steering wheel to return to the correct position at the corrected target rotation speed.

5. The control method for active return of a steer-by-wire vehicle according to claim 4, characterized in that: In the step S52, the absolute value of the difference between the real-time steering wheel angle and the real-time wheel angle is positively correlated with the absolute value of the rotation speed correction value.

6. The control method for active return of a steer-by-wire vehicle according to claim 4, characterized in that: In step S52, When the real-time angle of the steering wheel is less than the real-time angle of the wheel, the steering wheel leads the wheel, and the rotation speed correction value is a negative number, which reduces the target rotation speed of the steering wheel; When the real-time angle of the steering wheel is greater than the real-time angle of the wheel, the steering wheel lags behind the wheel, and the rotation speed correction value is a positive number, increasing the target rotation speed of the steering wheel.

7. The control method for active return of a steer-by-wire vehicle according to claim 4, characterized in that: In step S54, based on the corrected target rotation speed of the steering wheel, the torque output of the motor of the steering wheel actuator is adjusted in a closed loop, and the steering wheel is controlled to return to the corrected target rotation speed.

8. A control system for active self-centering of a steer-by-wire vehicle, characterized in that: include: A first acquisition unit: configured to enter an active return mode, where the steering wheel actuator obtains a target rotation speed of the wheel based on the current vehicle speed and wheel angle; A first control unit: configured to control the wheel actuator to return the wheel to the target rotation speed of the wheel based on the target rotation speed of the wheel; Transmitting unit: configured to transmit the real-time rotation speed of the wheel to the steering wheel actuator via the wheel actuator; A second acquisition unit: configured to acquire a target rotation speed of the steering wheel based on the real-time rotation speed of the wheel; Correction control unit: configured to correct the target rotation speed of the steering wheel based on the difference between the real-time angle of the steering wheel and the real-time angle of the wheel, and the steering wheel actuator controls the steering wheel to return to the corrected target rotation speed.

9. The active self-centering control system for a steer-by-wire vehicle according to claim 8, characterized in that: In the first control unit, the steering wheel actuator is specifically configured to send the target rotation speed of the wheel to the wheel actuator; based on the difference between the target rotation speed of the wheel and the actual rotation speed of the wheel, the torque output of the motor of the wheel actuator is closed-loop adjusted to control the wheel to return to the center at the target rotation speed of the wheel.

10. The active self-centering control system for a steer-by-wire vehicle according to claim 8, characterized in that: In the correction control unit, the specific configuration is: Get the real-time angle of the steering wheel and the real-time angle of the wheel, and calculate the difference between the real-time angle of the steering wheel and the real-time angle of the wheel; Obtaining a steering wheel rotation speed correction value based on a difference between a steering wheel real-time angle and a wheel real-time angle; Based on the rotation speed correction value, the steering wheel actuator corrects the target rotation speed of the steering wheel to obtain the corrected target rotation speed of the steering wheel; Based on the corrected target rotation speed of the steering wheel, the steering wheel actuator controls the steering wheel to return to the center position at the corrected target rotation speed.

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