Compensation method and device for steer-by-wire system, vehicle, and readable storage medium

Abstract

The present invention relates to the field of vehicle control technology, and in particular to a compensation method and device for a wire-controlled steer system, a vehicle, and a readable storage medium. The compensation method comprises: when the driving condition is a uniform speed condition, obtaining a hand torque value, a downward rack force, and a steering wheel angle; when the hand torque value is less than or equal to a torque threshold, and the downward rack force is less than or equal to a rack force threshold, and the steering wheel angle is less than or equal to an angle threshold, determining that a passive compensation strategy is adopted as the compensation strategy; when the driving condition is an acceleration condition or a deceleration condition, obtaining the wheel speed difference and the steering wheel angle of the left and right front wheels; when the wheel speed difference and the steering wheel angle meet set conditions, determining that an active compensation strategy is adopted as the compensation strategy; and compensating the wire-controlled steer system according to the passive compensation strategy and the active compensation strategy. The present invention can adapt to a variety of driving conditions, is applicable to uniform speed driving, acceleration, and deceleration conditions, and improves the overall performance and reliability of the system.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a compensation method and device for a wire-controlled steering system, a vehicle, and a readable storage medium. Background Art

[0002] Compared to traditional automotive steering systems, SBW (Steer by Wire) systems structurally break the mechanical connection between the steering wheel and steering wheel. Instead, they communicate information such as up and down torque and angle via electrical signals. Furthermore, SBW systems are compatible with autonomous driving technology, better aligning with the trends of intelligent transportation and connected vehicles.

[0003] While driving, a vehicle can drift due to factors such as uneven roads, constant crosswinds, tire characteristics, asymmetric suspension or steering geometry, and a misaligned center of mass. When a vehicle veers, the driver must continuously apply force to the steering wheel to correct the deviation, which can easily cause driver fatigue, compromise driving safety, and increase the risk of traffic accidents.

[0004] In related technologies, a solution to the problem of vehicle deviation has been proposed, including a deviation compensation method for an electric steering system. The method comprises: obtaining vehicle status information during driving; the status information includes vehicle speed, torque information indicating whether the vehicle is deviating, steering wheel angle, longitudinal acceleration, and yaw angle. Based on the vehicle status information, a target state for a deviation compensation module is determined, and the vehicle is controlled to enter the target state. When the vehicle is in the long-term hand-holding state, torque compensation is performed according to the rack force learned from the long-term compensation rack force. When the vehicle is in the active state, torque compensation is performed by superimposing the short-term compensation rack force and the long-term compensation rack force. When the vehicle is in the standby state, torque compensation is performed according to the rack force learned from the long-term compensation rack force. When the vehicle is in the exit state, the motor torque of the deviation compensation module is reduced until the final output is zero.

[0005] In the process of implementing the above embodiment, there are at least the following problems:

[0006] In the above embodiment, the target status bits of the deviation module are divided into a long-term hands-on steering wheel status bit, an active status bit, a waiting status bit, and an exit status bit. The quantitative labeling of these status bits is unclear, which leads to frequent on-off compensation, affecting vehicle stability. Furthermore, the compensation method relies on rack force learning. For acceleration or deceleration scenarios, compensation relies solely on the learned rack force, resulting in insufficient deviation compensation and thus compromising compensation accuracy. Summary of the Invention

[0007] One of the objects of the present invention is to provide a compensation method for a wire-controlled steering system to solve the problems in the prior art of frequent compensation for the wire-controlled steering system, affecting the vehicle's operating stability, and low compensation accuracy; a second object is to provide a compensation device for the wire-controlled steering system; a third object is to provide a vehicle; and a fourth object is to provide a readable storage medium.

[0008] In order to achieve the above object, the technical solution adopted by the present invention is as follows:

[0009] In some embodiments, a compensation method for a steer-by-wire system is provided, including: obtaining a driving condition of a vehicle; when the driving condition is a uniform speed condition, obtaining a hand torque value, a downward rack force, and a steering wheel angle; when the hand torque value is less than or equal to a torque threshold, and the downward rack force is less than or equal to a rack force threshold, and the steering wheel angle is less than or equal to an angle threshold, determining that a passive compensation strategy is adopted as the compensation strategy; when the driving condition is an acceleration condition or a deceleration condition, obtaining the wheel speed difference and the steering wheel angle of the left and right front wheels; when the wheel speed difference and the steering wheel angle meet set conditions, determining that an active compensation strategy is adopted as the compensation strategy; and compensating the steer-by-wire system according to the passive compensation strategy and / or the active compensation strategy.

[0010] The compensation method for a steer-by-wire system disclosed herein sets deviation determination criteria corresponding to the vehicle's driving conditions, thereby improving the accuracy of deviation scenario recognition for each driving condition. Furthermore, corresponding compensation strategies are set for different deviation scenarios, enabling effective compensation for a variety of driving conditions. This reduces the driver's operational burden, avoids driver fatigue caused by frequent deviation corrections, and thus improves driving safety.

[0011] Thus, the compensation method provided by the present disclosure, compared to the solutions in the related art that use multi-parameter joint determination and are not targeted at vehicle driving scenarios, improves coverage of various driving conditions by identifying driving conditions and setting deviation determination conditions that match the driving conditions according to different driving conditions. By selecting different parameter combinations for different driving conditions to determine deviation scenarios, the accuracy of deviation scenario identification is improved, the response speed is improved, and the false trigger rate is reduced. In other words, the present disclosure can adapt to various driving conditions, broaden the application scenarios of the deviation compensation system, making it not only suitable for uniform speed driving, but also effectively cope with complex conditions such as acceleration and deceleration, thereby improving the overall performance and reliability of the system. In addition, according to the passive compensation strategy and / or the active compensation strategy, the steer-by-wire system is compensated, the compensation accuracy of the steer-by-wire system is improved, and the stability of vehicle operation is improved.

[0012] Optionally, the steps of the passive compensation strategy include: determining the short-time compensation weight corresponding to the current short-time operating cycle based on a preset short-time operating cycle, a short-time compensation time calibration amount, a short-time integral ratio calibration amount and a driver's correction confidence; determining the short-time compensation torque of the current short-time operating cycle based on the short-time compensation weight of the current short-time operating cycle, the force transmission ratio from the steering wheel end to the down-turn motor end and the hand torque value of the current short-time operating cycle; superimposing the short-time compensation torque of the current short-time operating cycle on the cumulative value of historical short-time compensation torques to obtain an updated short-time compensation cumulative torque; and obtaining the target short-time compensation torque based on the updated short-time compensation cumulative torque and the short-time compensation torque exit condition.

[0013] In this embodiment, the short-term compensation weight is calculated based on the preset short-term operation cycle, the compensation time calibration value, the integral ratio calibration value, and the driver's correction confidence, so that the compensation torque can quickly adapt to different driving scenarios and driver intentions. In combination with the force transmission ratio and the hand torque value, the compensation torque for each short-term operation cycle is accurately calculated to ensure the accuracy and timeliness of the compensation torque. By superimposing the current short-term compensation torque on the historical cumulative value, the dynamic accumulation of the compensation torque is achieved, the change of the compensation torque is smoothed, and the torque mutation caused by signal fluctuations is reduced. Based on the updated short-term compensation cumulative torque and the preset output conditions, the final target short-term compensation torque is determined to ensure the stable output of the compensation torque. The short-term compensation strategy provided by the present disclosure for the passive compensation strategy can better adapt to different driving scenarios and driver operating habits by adjusting the compensation weight and the cumulative compensation torque update mechanism in combination with the driver's correction confidence, reducing the driver's need to frequently correct the deviation when driving at a constant speed, reducing driving fatigue, and improving driving comfort. The versatility and adaptability of the system are improved.

[0014] Optionally, the step of obtaining the target short-time compensation torque based on the updated short-time compensation cumulative torque and the short-time compensation torque exit condition includes: obtaining the current hand torque value, the current downward rack force and the current steering wheel angle; when the current hand torque value is less than or equal to the torque threshold, and the current downward rack force is less than or equal to the rack force threshold, and the current steering wheel angle is less than or equal to the angle threshold, outputting the target short-time compensation torque based on the updated short-time compensation cumulative torque and the short-time compensation exit step threshold.

[0015] In this embodiment, the current hand torque value, the downward rack force and the steering wheel angle are obtained in real time to ensure that the compensation strategy can be adjusted according to the latest vehicle status. By setting the thresholds of the hand torque, the downward rack force and the steering wheel angle, it is accurately judged whether the vehicle is still in a state requiring compensation. The compensation torque is only output when all parameters are less than or equal to the threshold, thus avoiding unnecessary compensation. Furthermore, a short-time compensation exit step threshold is introduced to ensure a smooth exit process of the compensation torque, thus avoiding a degradation in the driving experience due to a sudden change in the compensation torque. By setting the short-time compensation exit step threshold, frequent changes in the compensation torque due to signal fluctuations are avoided, making the compensation torque more stable and reducing discomfort during driving.

[0016] Optionally, the steps of the passive compensation strategy also include: superimposing the target short-time compensation torque with the hand torque value to obtain the hand torque value of the current long-time operation cycle; determining the long-time compensation weight of the current long-time operation cycle according to the preset long-time operation cycle, the long-time compensation time calibration quantity, the long-time integral ratio calibration quantity and the driver's correction confidence; determining the long-time compensation torque of the current long-time operation cycle according to the long-time compensation weight, the force transmission ratio from the steering wheel end to the down-turn motor end and the hand torque value of the current long-time operation cycle; superimposing the long-time compensation torque of the current long-time operation cycle to the cumulative value of the historical long-time compensation torque to obtain an updated long-time compensation cumulative torque; obtaining the target long-time compensation torque according to the updated long-time compensation cumulative torque and the long-time compensation torque output condition.

[0017] In this embodiment, the hand torque value after short-term compensation is used as the input of long-term compensation to ensure that the long-term compensation can be adjusted based on the latest vehicle status. The long-term compensation weight is calculated based on the long-term operation cycle, the compensation time calibration quantity, the integral ratio calibration quantity and the driver's correction confidence, so that the compensation torque can better adapt to long-term deviation changes. The current long-term compensation torque is superimposed on the historical cumulative value to smooth the changes in the compensation torque and reduce the torque mutation caused by signal fluctuations. According to the updated long-term compensation cumulative torque and the preset output conditions, the target long-term compensation torque is dynamically output to ensure the stability and adaptability of the compensation torque. The present disclosure further compensates the hand torque value after short-term compensation through the long-term compensation mechanism, which can more accurately eliminate the deviation torque and improve the compensation accuracy. And by accumulating and dynamically adjusting the long-term compensation torque, the instability of the compensation torque caused by signal fluctuations is reduced, which can better adapt to long-term deviation changes and improve the adaptability and stability of the system.

[0018] Optionally, the steps of the active compensation strategy include: determining a basic compensation torque based on vehicle speed, steering wheel angle and steering wheel speed; obtaining a first compensation coefficient corresponding to longitudinal acceleration and a second compensation coefficient corresponding to front wheel torque; determining the active compensation torque based on the basic compensation torque, the first compensation coefficient, the second compensation coefficient, the force transmission ratio from the steering wheel end to the lower turn motor end and the driver's correction confidence.

[0019] In this embodiment, the active compensation strategy determines the first compensation coefficient and the second compensation coefficient by comprehensively considering multiple parameters such as vehicle speed, steering wheel angle, steering wheel speed, longitudinal acceleration and front wheel torque, and adjusts the basic compensation torque in combination with the driver's correction confidence to ensure that the compensation torque can be adjusted according to the actual dynamics of the vehicle, so as to improve the accuracy of deviation compensation under acceleration and braking conditions, making it more in line with the driver's driving habits.

[0020] Optionally, the step of determining the basic compensation torque based on the vehicle speed, steering wheel angle and steering wheel speed includes: constructing a first calibration relationship of the target speed of the steering wheel corresponding to the vehicle speed and the steering wheel angle; constructing a second calibration relationship of the basic compensation torque corresponding to the vehicle speed and the speed difference, wherein the speed difference is the absolute value of the difference between the current speed of the steering wheel and the target speed of the steering wheel; according to the vehicle speed and the steering wheel angle, checking the first calibration relationship and the second calibration relationship to determine the basic compensation torque.

[0021] In this embodiment, by establishing a first calibration relationship between vehicle speed, steering wheel angle, and target speed, the target steering wheel speed can be determined based on the vehicle's actual driving state. The absolute value of the difference between the current steering wheel speed and the target speed is calculated, and a second calibration relationship is retrieved based on the absolute value of the difference between the vehicle speed and speed to determine the basic compensation torque. In this way, by combining the first and second calibration relationships based on vehicle speed, steering wheel speed, and steering wheel angle, the basic compensation torque can be determined to adapt to the dynamic changes of the vehicle at different speeds and steering wheel angles, accurately compensate for deviation under acceleration and braking conditions, and improve compensation accuracy.

[0022] Optionally, the step of calculating the driver's correction confidence includes: determining the sampling rate, sample length and a preset number of detection frequencies, wherein the detection frequencies corresponding to the preset numbers are different; and collecting hand torque values ​​and vehicle speeds according to the detection frequency, sampling rate and sample length; calculating the discrete frequency according to the detection frequency, sampling rate and sample length; calculating the recursive coefficient according to the discrete frequency and sample length; performing iterative calculation based on the recursive coefficient and the collected hand torque value to obtain a weighted ability value; weighting the weighted ability value according to the vehicle speed to obtain a vehicle speed correction energy value; and determining the driver's correction confidence based on the vehicle speed correction energy value and a preset mapping relationship.

[0023] In this embodiment, the Goertzel algorithm is used to perform frequency domain analysis on the collected hand torque signal, which can effectively detect specific frequency components and thus accurately identify the driver's correction intention. By using the Goertzel algorithm to analyze the hand torque signal and combining it with vehicle speed information to calculate the driver's correction confidence, the low computational complexity ensures the timeliness and accuracy of torque compensation, accurately identifies the driver's correction intention, and adjusts the compensation torque, thereby improving compensation accuracy and adaptability, optimizing the driving experience, and enhancing system stability. Specifically for steer-by-wire systems, the driver's correction confidence is added to the torque calculation portion of the active compensation strategy and the passive compensation strategy to modify the compensation value, thereby improving the accuracy of the compensation torque and effectively addressing compensation needs under signal fluctuations and complex working conditions.

[0024] Optionally, according to the passive compensation strategy and / or the active compensation strategy, the step of compensating the wire-controlled steering system includes: superimposing the active compensation torque and the passive compensation torque, inputting the optimized torque controller, and outputting the compensation torque request value; wherein, in the optimized torque controller, the real-time motor torque of the down-rotating motor is differentiated; and the compensation torque request value is output to the down-rotating motor.

[0025] Optionally, the optimized torque controller includes: placing a differential link on the feedback loop to differentiate the real-time motor torque of the down-rotating motor; the differential equation is: ; Among them, T out (t) is the motor end torque request value; K p , K i , K d are proportional, integral, and differential gain values ​​respectively; T act (t) is the real-time motor torque of the down-rotating motor fed back by the torque sensor; T cmp (t) is the total compensation torque after the active compensation torque and the passive compensation torque calculated in the current cycle are superimposed; σ is the integral reset coefficient.

[0026] In this embodiment, the differential process is placed within the feedback loop to address signal fluctuations in steer-by-wire systems, optimizing the PID controller. This process directly differentiates the real-time motor torque before adding the compensation torque. The resulting torque difference is then used as the controlled variable for proportional-integral control. This allows for faster capture of torque changes, reduces response lag, and ensures the stability of the output torque request, further enhancing the driving experience. Furthermore, an integral reset coefficient is introduced within the integral process. When the torque error exceeds a preset value, the integral term is gradually reset to zero, eliminating the negative effects of integral overshoot and torque fluctuation and preventing overshoot or oscillation caused by integral saturation. The differential process and integral reset mechanism effectively reduce torque fluctuations and improve the stability of the compensation torque. Furthermore, by outputting the compensation torque request to the lower motor, a closed compensation loop is formed, in which the vehicle veers, the driver corrects, the function compensates the lower motor, the upper motor follows the lower motor, and the driver stops correcting. In this way, the delay in the arrival of the compensation torque is avoided, and the influence of the deviation compensation on the handling is compensated. Even if the compensation torque fluctuates frequently, the driver will not feel obvious discomfort.

[0027] Optionally, the step of obtaining the driving condition of the vehicle includes: obtaining the longitudinal acceleration of the vehicle; when the longitudinal acceleration is less than or equal to an acceleration threshold and lasts for a first time period, determining that the vehicle is in a uniform speed condition; when the longitudinal acceleration is greater than the acceleration threshold and lasts for a second time period, determining that the vehicle is in an acceleration condition or a braking condition.

[0028] In this embodiment, the vehicle's operating condition is determined to be constant speed, accelerating, or braking by monitoring longitudinal acceleration and combining its duration. By setting duration thresholds, first and second durations, it is possible to quickly identify operating condition changes and reduce the response lag of the compensation strategy. The compensation strategy is selected based on the identified operating condition, ensuring that it can adapt to different driving scenarios.

[0029] In some embodiments, a compensation device for a steer-by-wire system is provided, comprising: an acquisition module for acquiring the driving condition of a vehicle; a passive compensation mode arbitration module for acquiring a hand torque value, a downward rack force, and a steering wheel angle when the driving condition is a uniform speed condition; determining that a passive compensation strategy is adopted as the compensation strategy when the hand torque value is less than or equal to a torque threshold, the downward rack force is less than or equal to a rack force threshold, and the steering wheel angle is less than or equal to an angle threshold; an active compensation mode arbitration module for acquiring the wheel speed difference and the steering wheel angle of the left and right front wheels when the driving condition is an acceleration condition or a deceleration condition; determining that an active compensation strategy is adopted as the compensation strategy when the wheel speed difference and the steering wheel angle meet set conditions; and a compensation control module for compensating the steer-by-wire system according to the passive compensation strategy and / or the active compensation strategy.

[0030] In some embodiments, a compensation device for a steer-by-wire system is provided, comprising a processor and a memory storing program instructions, wherein the processor is configured to execute a compensation method for a steer-by-wire system as described in any of the above embodiments when running the program instructions.

[0031] In some embodiments, a vehicle is provided, comprising: a steer-by-wire system; and a compensation device for the steer-by-wire system as described in any of the above embodiments, wherein the steer-by-wire system is communicatively connected to the compensation device.

[0032] In some embodiments, a readable storage medium is provided, storing program instructions, which, when executed, enable a computer to execute the compensation method for a steer-by-wire system as described in any of the above embodiments.

[0033] Beneficial effects of the present invention:

[0034] (1) Compensation strategies are used for different driving conditions. Specifically, when the vehicle is traveling at a constant speed and deviates, a passive compensation strategy is used to solve the problem of driver fatigue caused by frequent corrections, thereby improving the driving experience and reducing safety risks. When the vehicle deviates during acceleration or braking, an active compensation strategy is used. Active torque compensation is implemented based on the vehicle's operating parameters and the driver's operation, which reduces the driver's operating burden while ensuring vehicle safety.

[0035] (2) For driving scenarios at a constant speed, the factors used to determine the deviation scenario include hand torque value, rack-down force, and steering wheel angle. These three parameters are jointly determined. Compared with the related art that uses vehicle speed information, torque information representing whether the vehicle is deviating, steering wheel angle, vehicle longitudinal acceleration, and yaw angle for determination, the complexity of deviation determination is reduced, thereby shortening the decision cycle and improving compensation efficiency. In addition, the determination factor of the present disclosure uses rack-down force. As an important parameter of wire control steering, rack-down force has the advantages of high timeliness and good accuracy. By adding a rack force threshold constraint, instantaneous interference caused by road bumps can be eliminated.

[0036] (3) For driving scenarios involving acceleration or deceleration, the factors used to determine deviation scenarios are the wheel speed difference between the left and right front wheels and the steering wheel angle. Based on the wheel speed difference and steering wheel angle parameters, the acceleration and deceleration deviation conditions of the vehicle are specifically identified. By directly associating the wheel speed difference, the response delay of the conditions is reduced, thereby improving the timeliness of the judgment of the vehicle acceleration and braking deviation conditions and ensuring reliability. Furthermore, the combined judgment of the wheel speed difference and the steering wheel angle can prevent normal steering in a curve from being misjudged as deviation, reducing the false trigger rate.

[0037] (4) By using the Götzel algorithm to analyze the hand torque signal and combining it with the vehicle speed information to calculate the driver's correction confidence, the computational complexity is reduced, the timeliness and accuracy of the torque compensation are guaranteed, and the driver's correction intention can be accurately identified and the compensation torque can be adjusted, thereby improving the compensation accuracy and adaptability, optimizing the driving experience, and enhancing the stability of the system.

[0038] (5) Especially for the steer-by-wire system, the driver's correction confidence is added to the torque calculation part of the active compensation strategy and the passive compensation strategy to correct the compensation value, so that the accuracy of the compensation torque is improved. It can effectively cope with the compensation needs under signal fluctuations and complex working conditions, and can better adapt to different driving scenarios and driver operating habits. It reduces the driver's need to frequently correct the deviation when driving at a constant speed, reduces driving fatigue, and improves driving comfort.

[0039] (6) To address the signal fluctuation problem of the steer-by-wire system, the PID controller was optimized by placing the differential link in the feedback loop. The real-time motor torque was directly differentiated and then the compensation torque was superimposed. The processed torque difference was used as the controlled quantity, and proportional-integral control was performed. This can capture the torque change more quickly and reduce the response lag, thereby ensuring the stability of the output torque request and further improving the driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 A flowchart of a compensation method for a steer-by-wire system provided by one embodiment of the present invention;

[0041] Figure 2 is the arbitration coordinate system of the speed difference Δω and the steering wheel angle ψ in the present invention;

[0042] Figure 3 A flowchart of a short-time compensation strategy provided by one embodiment of the present invention;

[0043] Figure 4 A flowchart of a long-term compensation strategy provided by one embodiment of the present invention;

[0044] Figure 5 A flowchart of an active compensation strategy provided by one embodiment of the present invention;

[0045] Figure 6 Schematic diagram of a first calibration relationship between the target rotational speed of the steering wheel and the vehicle speed and the steering wheel angle in the present invention;

[0046] Figure 7 Schematic diagram of a second calibration relationship of the basic compensation torque corresponding to the vehicle speed and the speed difference in the present invention;

[0047] Figure 8 is a relationship diagram of the first compensation coefficient of longitudinal acceleration in the present invention;

[0048] Figure 9 is a relationship diagram of the second compensation coefficient of the front wheel torque in the present invention;

[0049] Figure 10 Schematic diagram of the mapping relationship between energy value and driver correction confidence in the present invention;

[0050] Figure 11 A flowchart of a compensation method for a steer-by-wire system provided in accordance with another embodiment of the present invention;

[0051] Figure 12 A system block diagram of a compensation device for a steer-by-wire system provided by one embodiment of the present invention;

[0052] Figure 13 A structural diagram of a compensation device for a steer-by-wire system provided in accordance with an embodiment of the present invention. DETAILED DESCRIPTION

[0053] The following describes the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art will readily appreciate the other advantages and benefits of the present invention from the disclosure herein. The present invention may also be implemented or applied through various other specific embodiments, and the various details in this specification may be modified or altered based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are intended only to illustrate the present invention and are not intended to limit the scope of protection of the present invention.

[0054] It should be noted that the illustrations provided in the following embodiments are merely schematic illustrations of the basic concept of the present invention. Therefore, the illustrations only show components related to the present invention and are not drawn according to the number, shape, and size of components in actual implementation. In actual implementation, the type, quantity, and proportion of each component may be changed arbitrarily, and the component layout may also be more complex.

[0055] In some embodiments, the vehicle's steer-by-wire system includes a steering wheel assembly, a steering execution assembly, and a main controller. The steering wheel assembly includes a steering wheel, a steering wheel angle sensor, a torque sensor, and a steering wheel return motor. The steering wheel angle sensor is used to detect the steering wheel angle. The torque sensor is used to detect the hand torque of the steering wheel. The main function of the steering wheel assembly is to convert the driver's steering intention into a digital signal by measuring the steering wheel angle and transmit it to the main controller; at the same time, it receives the torque signal sent by the main controller and generates a steering wheel return torque to provide the driver with corresponding road feel information. The steering execution assembly includes a front wheel angle sensor, a steering execution lower motor, a steering motor controller, and a front wheel steering component. The function of the steering execution assembly is to receive commands from the main controller, control the rotation of the steering wheel through the steering motor controller, and realize the driver's steering intention. The main controller analyzes and processes the collected signals, determines the vehicle's motion state, and sends commands to the steering wheel's return motor and downward rotation motor, controlling their operation to ensure ideal vehicle response under all operating conditions. This reduces the driver's burden of compensating for changes in the vehicle's steering characteristics with speed, alleviating the driver's workload. The controller also identifies the driver's commands and determines whether the steering operation is appropriate under the current conditions. If the vehicle is unstable or the driver issues an incorrect command, the steer-by-wire system will mask the driver's incorrect steering operation and automatically implement stability control to quickly restore the vehicle to a stable state.

[0056] In some embodiments, a compensation device for a wire-controlled steering system is provided, comprising a processor and a memory storing program instructions. The processor is configured to execute a compensation method for a wire-controlled steering system as described in any of the above embodiments when running the program instructions. The processor serves as the executor of the compensation method for a wire-controlled steering system provided in the following embodiments.

[0057] In some embodiments, combined Figure 1 As shown, a compensation method for a wire-controlled steering system is provided, comprising:

[0058] S101, obtaining the driving condition of the vehicle.

[0059] Optionally, the step of obtaining the driving condition of the vehicle includes: obtaining the longitudinal acceleration of the vehicle; when the longitudinal acceleration is less than or equal to an acceleration threshold and lasts for a first time period, determining that the vehicle is in a uniform speed condition; when the longitudinal acceleration is greater than the acceleration threshold and lasts for a second time period, determining that the vehicle is in an acceleration condition or a braking condition.

[0060] By monitoring longitudinal acceleration and combining it with duration, the system determines whether the vehicle is in a constant speed, accelerating, or braking condition. By setting duration thresholds, a first duration, and a second duration, it is possible to quickly identify changes in operating conditions and reduce the response lag of the compensation strategy. Based on the identified operating conditions, a compensation strategy is selected to ensure that it can adapt to different driving scenarios. The acceleration threshold, first duration, and second duration are selected and set based on the vehicle's configuration parameters and performance requirements and are not specifically defined here.

[0061] S102 , when the driving condition is a uniform speed condition, obtain the hand torque value, the downward rack force, and the steering wheel angle.

[0062] The torque sensor detects the hand torque on the steering wheel. The steering wheel angle sensor detects the steering wheel angle. The down-spinning rack force is calculated from the torque of the down-spinning motor.

[0063] S103 , when the hand torque value is less than or equal to the torque threshold, the downward rack force is less than or equal to the rack force threshold, and the steering wheel angle is less than or equal to the angle threshold, determining that the compensation strategy adopts the passive compensation strategy.

[0064] Specifically, for constant-speed driving scenarios, the factors used to determine deviation scenarios include hand torque, rack-down force, and steering wheel angle. These three parameters are combined for determination. Compared to related technologies that use vehicle speed, torque indicating deviation, steering wheel angle, longitudinal acceleration, and yaw angle, this reduces the complexity of deviation determination, shortens the decision cycle, and improves compensation efficiency. Furthermore, the present invention uses rack-down force as a key parameter for steer-by-wire, offering advantages such as high timeliness and accuracy. By adding a rack force threshold constraint, it can eliminate transient interference caused by road bumps.

[0065] S104: When the driving condition is an acceleration condition or a deceleration condition, the wheel speed difference between the left and right front wheels and the steering wheel angle are obtained.

[0066] S105 , when the wheel speed difference and the steering wheel angle meet the set conditions, determining that the compensation strategy adopts the active compensation strategy.

[0067] Optionally, the step of determining whether the wheel speed differential steering wheel angle meets a set condition includes:

[0068] Combine Figure 2As shown, an arbitration coordinate system of the speed difference Δω and the steering wheel angle ψ is constructed; wherein the horizontal axis represents the steering wheel angle, and the vertical axis represents the wheel speed difference between the left and right front wheels. For example, the steering wheel angle can be set to be positive when turning left (counterclockwise) and negative when turning right (clockwise). The speed difference is the difference between the left front wheel speed and the right front wheel speed. In this way, quadrants 1 and 3 symbolize that the steering wheel angle is in the opposite direction to the expected wheel speed difference; quadrants 2 and 4 symbolize that the steering wheel angle is in the same direction as the expected wheel speed difference. For example: when the steering wheel turns to the left, the normal steering expectation is that the right front wheel speed should be higher than the left front wheel speed, that is, the steering wheel turning to the left is positive, the wheel speed difference is negative, and it is in the fourth quadrant. However, if there is understeering or the tire slips, the wheel speed difference will be very small (the fourth quadrant is close to the Y axis) or positive (in the first quadrant), which is expressed as Figure 2 The shaded area shown by the positive half axis of X indicates that the active compensation strategy should be activated. When the steering wheel is turned to the right, the situation is similar, which is shown as Figure 2 The shaded portion of the negative x-axis is shown.

[0069] Combine Figure 2 The arbitration coordinate system shown in the figure sets the critical judgment boundary with the critical wheel speed difference Δω e , critical steering wheel angle ψ １ , ψ ２ The shaded areas are divided into the following areas: Area A: ψ>-ψ １ And Δω>0; Area B: ψ<ψ １ And Δω<0; C area: ψ １ ≤ψ≤ψ ２ And Δω≤-Δω e , and -ψ2≤ψ≤-ψ1 and Δω≥Δω e , the steering range is large but the wheel speed difference is insufficient.

[0070] Combined with the arbitration coordinate system, when the wheel speed difference and steering wheel angle of the left and right front wheels fall into any of the areas A, B and C, the active compensation strategy is activated.

[0071] For acceleration and deceleration driving scenarios, the factors used to determine deviation are the wheel speed difference between the left and right front wheels and the steering wheel angle. Based on these parameters, the system specifically identifies acceleration and deceleration deviation conditions. By directly linking the wheel speed difference, the system reduces response latency, thereby improving the timeliness of acceleration and braking deviation judgments and ensuring reliability. Furthermore, the combined determination of the wheel speed difference and steering wheel angle prevents normal steering in curves from being misinterpreted as deviation, reducing false triggering rates.

[0072] S106 : Compensate the steer-by-wire system according to a passive compensation strategy and / or an active compensation strategy.

[0073] The compensation method for a steer-by-wire system disclosed herein sets appropriate deviation criteria based on the vehicle's driving conditions, thereby improving the accuracy of deviation detection for each specific driving condition. Furthermore, by distinguishing between constant speed, acceleration, and deceleration conditions and employing both passive and active compensation strategies, effective compensation is achieved in various driving scenarios, reducing the driver's operational burden and avoiding driver fatigue caused by frequent deviation corrections, thereby improving driving safety.

[0074] Thus, the compensation method provided by the present disclosure, compared to the solutions in the related art that use multi-parameter joint determination and are not targeted at vehicle driving scenarios, improves coverage of various driving conditions by identifying driving conditions and setting deviation determination conditions that match the driving conditions according to different driving conditions. By selecting different parameter combinations for different driving conditions to determine deviation scenarios, the accuracy of deviation scenario identification is improved, the response speed is improved, and the false trigger rate is reduced. In other words, the present disclosure can adapt to various driving conditions, broaden the application scenarios of the deviation compensation system, making it not only suitable for uniform speed driving, but also effectively cope with complex conditions such as acceleration and deceleration, thereby improving the overall performance and reliability of the system. In addition, according to the passive compensation strategy and / or the active compensation strategy, the steer-by-wire system is compensated, the compensation accuracy of the steer-by-wire system is improved, and the stability of vehicle operation is improved.

[0075] In some embodiments, the passive compensation strategy includes a short-term compensation strategy and a long-term compensation strategy, wherein the short-term compensation strategy is used to deal with vehicle deviation that occurs in the short term.

[0076] In some embodiments, combined Figure 3 As shown, the steps of the short-term compensation strategy include:

[0077] S301: Filter the received hand torque signal.

[0078] Optionally, the filtering step includes filtering out hand torque signals less than a torque signal threshold in the hand torque signal; and low-pass filtering the filtered hand torque signal at a cutoff frequency. The torque signal threshold is the minimum hand torque value that requires compensation. Thus, by filtering out hand torque signals less than the torque signal threshold, i.e., the dead zone limit, the purpose is to filter out minor torque variations. Low-pass filtering is used to filter out the impact of high-frequency torque variations on the algorithm.

[0079] S302 : Determine the short-time compensation weight corresponding to the current short-time operation cycle according to the preset short-time operation cycle, the short-time compensation time calibration amount, the short-time integral ratio calibration amount, and the driver's correction confidence.

[0080] In this embodiment, the short-time compensation weight is calculated based on the short-time operation cycle, the compensation time calibration amount, the integral ratio calibration amount and the driver's correction confidence, so that the compensation torque can quickly adapt to different driving scenarios and driver intentions.

[0081] The calculation formula for short-time compensation weight is:

[0082] Among them, k s is the short-time compensation weight, T is the preset short-time operation period, t s is the short-time compensation time calibration quantity, I s is the short-time integral ratio calibration quantity, and μ is the driver's confidence in correcting the deviation.

[0083] The preset short-time operation cycle is determined based on the actual operation cycle of the controller of the vehicle-mounted algorithm. The short-time compensation time calibration amount and the short-time integral ratio calibration amount are calibrated based on the performance requirements of the vehicle.

[0084] Furthermore, the short-time compensation time calibration quantity is calibrated according to the direction of the cumulative value of the historical short-time compensation torque and the direction of the current hand torque signal. When the direction of the cumulative value of the historical short-time compensation torque is the same as the direction of the current hand torque signal, the compensation superposition weight is selected. When the direction of the cumulative value of the historical short-time compensation torque is opposite to the direction of the current hand torque signal, the compensation exit weight is selected. Among them, the short-time compensation time calibration quantity corresponding to the compensation superposition weight is smaller than the short-time compensation time calibration quantity corresponding to the compensation exit weight, so as to ensure that the torque compensation can be based on the driver's intention and flexibly adapt to the driving scene.

[0085] S303 , determining the short-time compensation torque of the current short-time operation cycle according to the short-time compensation weight of the current short-time operation cycle, the force transmission ratio from the steering wheel end to the lower rotation motor end, and the hand torque value of the current short-time operation cycle.

[0086] In this embodiment, the force transmission ratio and the hand torque value are combined to accurately calculate the compensation torque of each short-time operation cycle, thereby ensuring the accuracy and timeliness of the compensation torque.

[0087] Calculate the short-time compensation torque T of the current short-time operation cycle se The calculation formula is:

[0088] Among them, k s is the short-time compensation weight, r is the force transmission ratio from the steering wheel end to the lower motor end, θ e is the hand torque value after filtering in this cycle.

[0089] S304: Add the short-time compensation torque of the current short-time operation cycle to the accumulated value of the historical short-time compensation torque to obtain an updated short-time compensation accumulated torque.

[0090] In this embodiment, by adding the current short-term compensation torque to the historical accumulated value, dynamic accumulation of the compensation torque is achieved, the change of the compensation torque is smoothed, and the torque mutation caused by signal fluctuation is reduced.

[0091] The calculation formula for the updated short-time compensation cumulative torque is: T S =T Pre+ T se ;

[0092] Among them, T Pre is the cumulative value of the historical short-time compensation torque, T se It is the short-time compensation torque of this cycle.

[0093] S305 , obtaining a target short-time compensation torque according to the updated short-time compensation cumulative torque and the short-time compensation torque exit condition.

[0094] Optionally, the step of obtaining the target short-time compensation torque based on the updated short-time compensation cumulative torque and the short-time compensation torque exit condition includes: obtaining the current hand torque value, the current downward rack force and the current steering wheel angle; when the current hand torque value is less than or equal to the torque threshold, and the current downward rack force is less than or equal to the rack force threshold, and the current steering wheel angle is less than or equal to the angle threshold, outputting the target short-time compensation torque based on the updated short-time compensation cumulative torque and the short-time compensation exit step threshold.

[0095] In this embodiment, the final target short-term compensation torque is determined based on the updated short-term compensation cumulative torque and the preset output conditions to ensure the stable output of the compensation torque. The current hand torque value, the downward rack force and the steering wheel angle are obtained in real time to ensure that the compensation strategy can be adjusted according to the latest vehicle status. By setting the thresholds of the hand torque, the downward rack force and the steering wheel angle, it is accurately judged whether the vehicle is still in a state requiring compensation. The compensation torque is output only when all parameters are less than or equal to the threshold to reduce the false trigger rate. Among them, the hand torque value is less than or equal to the torque threshold to eliminate the driver's active steering interference. The downward rack force is less than or equal to the rack force threshold to suppress signal fluctuations caused by road bumps. The current steering wheel angle is less than or equal to the angle threshold to ensure that the vehicle is in an approximately straight state.

[0096] A short-term compensation exit step threshold is introduced to smoothen the exit process of the compensation torque, reduce the vibration amplitude, and avoid a degradation in driving experience due to sudden changes in the compensation torque.

[0097] Specifically, if the current hand torque value is less than or equal to the torque threshold, the current downward rack force is less than or equal to the rack force threshold, and the current steering wheel angle is less than or equal to the angle threshold, the system further determines whether the updated short-term compensation cumulative torque is less than or equal to the short-term compensation torque threshold, whether the short-term compensation torque change rate is less than or equal to the short-term compensation gradient threshold, and whether the short-term supplementary torque change rate is equal to the short-term compensation torque of the current short-term operation cycle minus the short-term compensation torque of the previous cycle. If the updated short-term compensation cumulative torque is less than or equal to the short-term compensation torque threshold, and the short-term compensation torque change rate is less than or equal to the short-term compensation gradient threshold, the new short-term compensation cumulative torque is output. If the updated short-term compensation cumulative torque is greater than the short-term compensation torque threshold, or the short-term compensation torque change rate is greater than the short-term compensation gradient threshold, the short-term compensation torque threshold is output. By setting the short-term compensation torque threshold and the short-term compensation gradient threshold, the system prevents excessive short-term compensation frequency from affecting driving feel. The short-term compensation torque threshold and short-term compensation gradient threshold can be set according to the actual vehicle parameters and operating status. If any of the current hand torque value, current downward rack force, and current steering wheel angle exceeds the corresponding threshold, the short-term compensation is reset in a ramp manner. After the reset is completed, the system enters the standby state. The calculation formula for the ramp compensation reset is:

[0098] ;

[0099] Among them, T Pre is the updated short-time compensation cumulative torque, T step is the short-term compensation exit step length.

[0100] Among them, T step It should be set according to the actual situation of the vehicle. For example, if the driving performance calibration personnel think that the short-term compensation exit is too frequent and the effect is not obvious on the actual road surface, the T should be reduced. step , which makes the short-time compensation torque retention time longer. If T step If it is too small, the short-term compensation torque cannot be cleared in time with the driver's intention, causing the compensation torque to remain for too long, affecting the driving feel when changing driving scenes, and having a counter-effect. In this case, T should be increased. step , which speeds up the exit of the compensation torque.

[0101] In some embodiments, combined Figure 4 As shown, the steps of the long-term compensation strategy include:

[0102] S401 , superimposing the target short-term compensation torque and the hand torque value, filtering the superimposed hand torque signal, and obtaining the hand torque value of the current long-term operation cycle.

[0103] By using the hand torque value after short-time compensation as the input of long-time compensation, the response gap is eliminated, so that the long-time compensation can be adjusted based on the latest vehicle status.

[0104] Optionally, the superimposed hand torque signal is low-pass filtered at a preset cutoff frequency, and torque signals less than the minimum compensation value are filtered out. The preset cutoff frequency ranges from 20 Hz to 100 Hz.

[0105] S402 : Determine the long-time compensation weight of the current long-time operation cycle according to the preset long-time operation cycle, the long-time compensation time calibration amount, the long-time integral ratio calibration amount, and the driver's correction confidence.

[0106] The long-term compensation weight is calculated based on the long-term operating cycle, compensation time calibration, integral ratio calibration and driver's correction confidence, so that the compensation torque can better adapt to long-term deviation changes.

[0107] Determine the long-term compensation weight k of the current long-term operation cycle L The formula is: ;

[0108] Where D is the preset long-term operation period, t L is the long-term compensation time calibration quantity, I L is the long-term integral ratio calibration quantity, and μ is the driver's confidence in correcting the deviation.

[0109] Among them, the long-term compensation time calibration quantity t L It is 100 to 200 times the short-time compensation time calibration quantity to obtain accurate and stable long-time compensation torque. The preset long-time operation cycle is determined according to the actual operation cycle of the controller of the vehicle-mounted algorithm. The long-time compensation time calibration quantity is calibrated according to the performance requirements of the vehicle. The long-time integral ratio calibration quantity is calibrated according to the vehicle-mounted algorithm and can be adjusted according to the actual vehicle operation conditions. For example, if it is believed that the long-time compensation torque is superimposed too quickly and the learned torque value is inaccurate, the long-time integral ratio calibration quantity should be reduced; if it is believed that the long-time compensation torque is superimposed too slowly and it is difficult to play a role, the long-time integral ratio calibration quantity should be increased.

[0110] S403 , determining the long-term compensation torque of the current long-term operation cycle according to the long-term compensation weight, the force transmission ratio from the steering wheel end to the lower rotation motor end, and the hand torque value of the current long-term operation cycle.

[0111] Determine the long-term compensation torque T of the current long-term operation cycle Le The calculation formula is: ;

[0112] Among them, k Lis the long-term compensation weight, r is the force transmission ratio from the steering wheel end to the lower motor end, θ el It is the hand torque value of the current long-term operation cycle.

[0113] S404: Add the long-term compensation torque of the current long-term operation cycle to the accumulated value of the historical long-term compensation torque to obtain an updated long-term compensation accumulated torque.

[0114] The current long-term compensation torque is added to the accumulated value of the historical long-term compensation torque to smooth the change of the compensation torque, reduce the torque mutation caused by signal fluctuation, and improve the stability of the compensation torque.

[0115] The calculation formula for the updated long-term compensation cumulative torque is: T L =T Prel+ T Le ;

[0116] Among them, T Prel is the cumulative value of the historical long-term compensation torque, T Le It is the long-term compensation torque of the current long-term operation cycle.

[0117] S405 , obtaining a target long-term compensation torque according to the updated long-term compensation cumulative torque and the long-term compensation torque output condition.

[0118] In this embodiment, a target long-term compensation torque is dynamically output based on the updated long-term compensation cumulative torque and preset output conditions, ensuring the stability and adaptability of the compensation torque. The long-term compensation torque output conditions include determining whether the updated long-term compensation cumulative torque is less than or equal to the long-term compensation torque threshold, and whether the long-term compensation torque change rate is less than or equal to the long-term compensation gradient threshold. The long-term compensation torque change rate is equal to the long-term compensation torque of the current long-term operation cycle minus the long-term compensation torque of the previous cycle. When the updated long-term compensation cumulative torque is less than or equal to the long-term compensation torque threshold, and the long-term compensation torque change rate is less than or equal to the long-term compensation gradient threshold, the updated long-term compensation cumulative torque is output. When the updated long-term compensation cumulative torque is greater than the long-term compensation torque threshold, or the long-term compensation torque change rate is greater than the long-term compensation gradient threshold, the long-term compensation torque threshold is output. By setting the long-term compensation torque threshold and the long-term compensation gradient threshold, excessive compensation frequency can be prevented from affecting driving feel. The long-term compensation torque threshold and the long-term compensation gradient threshold can be specifically set according to the actual vehicle parameters and operating status of the driving vehicle.

[0119] In some embodiments, the active compensation strategy handles the deviation caused by vehicle acceleration and braking, and receives vehicle speed, hand torque, steering wheel angle, current steering wheel speed, and front wheel torque signals.

[0120] Optionally, combined Figure 5As shown, the steps of the active compensation strategy include:

[0121] S501: Determine a basic compensation torque according to the vehicle speed, the steering wheel angle, and the steering wheel speed.

[0122] The vehicle speed is used to determine the compensation base strength. The steering wheel angle is acquired to identify unexpected yaw, such as one-sided slip. The steering wheel speed is acquired to detect emergency maneuvers.

[0123] Optionally, the step of determining the basic compensation torque based on the vehicle speed, steering wheel angle and steering wheel speed includes: constructing a first calibration relationship of the target speed of the steering wheel corresponding to the vehicle speed and the steering wheel angle; constructing a second calibration relationship of the basic compensation torque corresponding to the vehicle speed and the speed difference, wherein the speed difference is the absolute value of the difference between the current speed of the steering wheel and the target speed of the steering wheel; according to the vehicle speed and the steering wheel angle, checking the first calibration relationship and the second calibration relationship to determine the basic compensation torque.

[0124] In this embodiment, by constructing a first calibration relationship between vehicle speed, steering wheel angle and target speed, the ideal steering rhythm under the current working condition is defined, and the target speed can be adjusted according to the actual driving state of the vehicle, thereby providing a more accurate reference for the calculation of the basic compensation torque. In addition, based on the vehicle speed and speed difference, the basic compensation torque is calculated through the second calibration relationship to quantify the compensation demand for the deviation between the actual and ideal speeds, so that the basic compensation torque can be adjusted according to the actual dynamic characteristics of the vehicle. Among them, the absolute value of the speed difference is processed to uniformly quantify the compensation demand for left / right deviation and reduce the dimension of the calibration relationship. Combined with Figure 6 As shown, the first calibration relationship of the target speed of the steering wheel corresponding to the vehicle speed and the steering wheel angle is constructed. For example, the vehicle speed is breakpoint 1, and the design is: 0Kph, 5Kph, 15Kph, 30Kph, 50Kph, 70Kph, 90Kph, 110Kph. The steering wheel angle is breakpoint 2, and the target speed of the steering wheel for the remaining vehicle speeds is calibrated using linear interpolation to obtain the first calibration relationship. The unit of the target speed is radps, that is, radians per second. Combined with Figure 7 As shown, the absolute value of the difference between the current steering wheel speed and the target steering wheel speed is calculated as the speed difference. A second calibration relationship of the basic compensation torque corresponding to the vehicle speed and the speed difference is constructed. For example, in combination with Figure 7 As shown, the design breakpoint 1 is the vehicle speed, breakpoint 2 is the target speed difference, and the output is the basic compensation torque.

[0125] S502 : Obtain a first compensation coefficient corresponding to the longitudinal acceleration and a second compensation coefficient corresponding to the front wheel torque.

[0126] By incorporating multiple parameters, including vehicle speed, steering wheel angle, steering wheel speed, longitudinal acceleration, and front wheel torque, the system comprehensively considers the vehicle's dynamic characteristics under acceleration and braking, thereby improving compensation accuracy. A first compensation coefficient is set to determine the degree of influence of the vehicle's pitch attitude. A second compensation system is established to determine the tire grip state. The first and second compensation coefficients are then used to adjust the base compensation torque, ensuring that the compensation torque is tailored to the vehicle's actual dynamic characteristics.

[0127] In this embodiment, for the vehicle acceleration and deceleration deviation working condition, combined with Figure 8 As shown in FIG, a first compensation coefficient relationship diagram corresponding to longitudinal acceleration is designed. And combined with Figure 9 As shown in the figure, a second compensation coefficient relationship diagram for front wheel torque is designed. By designing a first compensation coefficient relationship diagram corresponding to longitudinal acceleration and a second compensation coefficient relationship diagram corresponding to front wheel torque, the system accurately identifies the deviation condition and provides appropriate compensation coefficients based on the vehicle's driving characteristics. This improves torque compensation accuracy and, compared to real-time calculation, increases coefficient calculation speed, optimizes software operating efficiency, and reduces torque compensation latency.

[0128] S503 : Determine an active compensation torque according to the basic compensation torque, the first compensation coefficient, the second compensation coefficient, the force transmission ratio from the steering wheel end to the lower rotation motor end, and the driver's confidence in correcting the deviation.

[0129] By incorporating driver correction confidence into the calculation of compensation torque, the driver's intended steering is factored into the compensation torque, further optimizing the compensation effect and aligning it more closely with the driver's driving habits. By incorporating driver correction confidence, the active compensation strategy can better reflect the driver's intended steering, reducing driving discomfort caused by improper compensation and enhancing the driving experience.

[0130] Determine the active compensation torque T l The calculation formula is: ;

[0131] Among them, K l is the first compensation coefficient corresponding to longitudinal acceleration, K w is the second compensation coefficient corresponding to the front wheel torque, F b is the basic compensation torque, r is the force transmission ratio from the steering wheel end to the lower steering motor end, and μ is the driver's confidence in correcting the deviation.

[0132] In some embodiments, the step of calculating the driver's correction confidence includes: determining the sampling rate, sample length and a preset number of detection frequencies, wherein the detection frequencies corresponding to the preset numbers are different; and collecting hand torque values ​​and vehicle speeds according to the detection frequency, sampling rate and sample length; calculating the discrete frequency according to the detection frequency, sampling rate and sample length; calculating the recursive coefficient according to the discrete frequency and sample length; performing iterative calculation based on the recursive coefficient and the collected hand torque value to obtain a weighted ability value; weighting the weighted ability value according to the vehicle speed to obtain a vehicle speed correction energy value; and determining the driver's correction confidence based on the vehicle speed correction energy value and a preset mapping relationship.

[0133] In this embodiment, when the vehicle is driving on the road, the tires are continuously stimulated by the road surface, causing fluctuations in the downward rack force signal with a disturbance frequency of approximately 15Hz. This disturbance signal is fed back to the hand torque signal through the upward and downward turn tracking function, causing the hand torque signal to also produce this disturbance. However, when the driver operates the steering wheel to correct the vehicle's deviation, the disturbance frequency is significantly reduced. In response to the driver's deviation correction behavior, the present disclosure modifies the compensation torque using the driver's deviation correction confidence, making it adaptable to different driving scenarios and driver operating habits, thereby improving the system's adaptability.

[0134] Optionally, the step of estimating the driver's deviation correction confidence by using the Goetzel algorithm includes:

[0135] Determine the signal processing parameters: Set the sampling rate (R), sample length (N), and a preset number of detection frequencies (δ), which can range from 1 to 3. By selecting multiple different frequencies for detection, you can improve detection accuracy. The detection frequency range is 15Hz to 20Hz. The sampling rate R refers to the number of samples per second; the sample length N refers to the number of sample intervals between each evaluation.

[0136] Collecting hand torque and vehicle speed signals: Hand torque and vehicle speed are continuously collected at a set sampling rate. Hand torque reflects the driver's steering wheel pressure and is a key signal for determining the driver's corrective intent. Vehicle speed is used to adjust the compensation torque, as driver operating habits and vehicle dynamic characteristics vary at different speeds.

[0137] According to the detection frequency, sampling rate and sample length, the discrete frequency K is calculated using the following formula: Round K to the nearest integer to obtain the integer value of the discrete frequency. The discrete frequency K is used to determine the frequency resolution in signal processing and is the basis for subsequent recursive coefficient calculations.

[0138] According to the discrete frequency and sample length, the recursive coefficient C is calculated using the following formula: ,The recursive coefficient C is used for subsequent iterative calculations and is one of the core parameters of the Goertzel algorithm, which is used to extract the energy of a specific frequency component.

[0139] According to the recursive coefficient and the collected hand torque value, traversing N sample points for iterative calculation, the steps of obtaining the weighted energy value include: initializing iteration variables: x(n-1)=0, x(n)=0, x(n+1)=0, y(n)=0.

[0140] For each sampling point n (from 1 to N), it is iteratively calculated using the recursive formula:

[0141] x(n-1)=C×x(n)-x(n+1)+T HW ; Among them, T HW is the hand torque value at the nth sampling point.

[0142] x(n+1)=x(n);

[0143] x(n)=x(n-1);

[0144] y(n)=x(n) 2 +x(n+1) 2 -C×x(n)×x(n+1).

[0145] Taking the number of detection frequencies as 3 as an example, the calculated energy values ​​y1, y2, and y3 are weighted and combined to form y m The energy value of the specific frequency component in the hand torque signal is extracted through iterative calculation, which reflects the intensity of the driver's corrective behavior.

[0146] The step of weighting the weighted energy value according to the vehicle speed to obtain the vehicle speed corrected energy value p includes: searching the corresponding weight coefficient w from the preset vehicle speed weight table according to the vehicle speed. Using the formula p = y m × w , calculate the speed-corrected energy value p. The speed-corrected energy value takes into account the impact of vehicle speed on driver control, making the energy value more consistent with actual driving scenarios. The speed weighting table can be configured to map different speed ranges to corresponding weighting coefficients. The specific settings can be customized based on the performance parameters of the specific vehicle and are not explained here.

[0147] According to the speed correction energy value and the preset mapping relationship, determine the driver's correction confidence implementation steps: Combined Figure 10 As shown in the figure, a mapping relationship between energy values ​​and driver correction confidence is constructed. Based on the speed-corrected energy value obtained and the mapping relationship between energy values ​​and driver correction confidence, the corresponding driver correction confidence is retrieved. By constructing this mapping relationship between energy values ​​and driver correction confidence, the energy values ​​are converted into compensation torque coefficients, which are designed based on actual vehicle debugging experience.

[0148] The disclosed embodiments increase the driver's correction confidence level, using it to reflect the credibility of the driver's corrective actions. This is used to adjust the compensation torque, ensuring that it better aligns with the driver's actual intent. By calculating the driver's correction confidence level, adjusting the compensation torque, and modifying the weighted energy value based on vehicle speed, the compensation torque remains consistent and accurate at all vehicle speeds.

[0149] In some embodiments, combined Figure 11 As shown, a compensation method for a wire-controlled steering system is provided, comprising:

[0150] S1101, obtaining the driving condition of the vehicle.

[0151] S1102: When the driving condition is a uniform speed condition, obtain the hand torque value, the downward rack force, and the steering wheel angle.

[0152] S1103: When the hand torque value is less than or equal to the torque threshold, the downward rack force is less than or equal to the rack force threshold, and the steering wheel angle is less than or equal to the angle threshold, determine that the compensation strategy adopts the passive compensation strategy.

[0153] S1104: When the driving condition is an acceleration condition or a deceleration condition, obtain the wheel speed difference between the left and right front wheels and the steering wheel angle.

[0154] S1105 , when the wheel speed difference and the steering wheel angle meet the set conditions, determining that the compensation strategy adopts the active compensation strategy.

[0155] S1106 , after superimposing the active compensation torque and the passive compensation torque, the resultant value is input into the optimized torque controller, and a compensation torque request value is output; wherein, in the optimized torque controller, the real-time motor torque of the down-rotating motor is differentiated.

[0156] S1107: Output the compensation torque request value to the lower rotation motor.

[0157] Optionally, the optimized torque controller includes: placing a differential link on the feedback loop to differentiate the real-time motor torque of the down-rotating motor;

[0158] The differential equation is: ;

[0159] Among them, T out (t) is the motor end torque request value; K p , K i , K d are proportional, integral, and differential gain values ​​respectively; T act(t) is the real-time motor torque of the down-rotating motor fed back by the torque sensor; T cmp (t) is the total compensation torque after the active compensation torque and the passive compensation torque calculated in the current cycle are superimposed; σ is the integral reset coefficient.

[0160] In this embodiment, considering that the road conditions are very complicated during vehicle driving, which easily causes high-frequency disturbances in the motor torque signal fed back by the actuator, the present disclosure adopts a differential-first strategy to optimize the torque controller, that is, placing the differential link on the feedback loop and differentiating the measured motor torque to replace the traditional PID differential process of the error. The present invention ensures the stability of the function and eliminates the negative impact of the deviation compensation on the driver's feel by integrating the compensation torque and outputting it to the lower motor end. In order to solve the problem of unstable motor torque output that may occur in steer-by-wire vehicles, a differential-first strategy is adopted: after differentiating the current motor torque, the compensation torque is superimposed, and the processed torque difference is used as the controlled quantity, and then proportional integral control is performed. In the integral link, this module adopts the integral zeroing and dead zone control strategy to eliminate the negative impact of integral overshoot and torque fluctuation.

[0161] Optionally, the step of superimposing the active compensation torque and the passive compensation torque includes the following: total compensation torque = active compensation torque × first weight + passive compensation torque × second weight, where the first weight and the second weight are calibrated according to performance requirements, focusing on vehicle state parameters or driver intent in the actual vehicle. If vehicle state parameters are emphasized, the weight of the active compensation torque is increased; if the driver's correction intent is emphasized, the weight of the passive compensation torque is increased.

[0162] Optionally, when the controlled quantity T cmp (t) exceeds the preset maximum value e max , set σ to 0 in the form of Ramp. When the controlled quantity is less than the preset maximum value, set σ to 1. The specific formula is as follows:

[0163] ;

[0164] Among them, the preset maximum value e max的 The calibration range is 0.6 N·m to 0.8 N·m, and the specific value is set according to the performance requirements of the actual vehicle.

[0165] In addition, when the controlled quantity T cmpWhen (t) is less than the preset deadband limit, the torque gap is small, and the sampling result is not included in the integral calculation. This prevents frequent fluctuations in motor torque, which can lead to errors in the calculation of the motor torque request value and cause problems such as uneven driver feel. In this way, the integral link is used to eliminate steady-state errors. The integral saturation zeroing step is used to prevent excessive accumulation of the integral term when the system cannot respond, resulting in excessive overshoot or oscillation. This can improve the system's dynamic response, reduce recovery time, and improve stability. The ramp zeroing method is used to avoid abnormal vehicle steering caused by sudden changes in torque.

[0166] Among them, the preset dead zone limit calibration range is 0.1 N·m‌ to 0.25 N·m‌, and can be specifically set according to the performance requirements of the actual vehicle.

[0167] For example, during vehicle driving, the vehicle's heading angle deviates due to factors such as constant crosswind, road slope, abnormal tire pressure, and tire side slip, and the driver applies a hand torque to correct the deviation. The compensation method provided herein obtains the vehicle's driving conditions, obtains corresponding operating parameters, and determines a compensation strategy. For constant speed conditions, the hand torque value, downshifting rack force, and steering wheel angle are obtained, and an active compensation strategy is adopted. For acceleration or deceleration conditions, the wheel speed difference between the left and right front wheels and the steering wheel angle are obtained, and an active compensation strategy is determined. The active and passive compensation torques are then superimposed and input into an optimized torque controller, which outputs a compensation torque request value. The optimized torque controller differentiates the real-time motor torque of the downshifting motor, and the compensation torque request value is output to the downshifting motor. The downshifting motor responds by executing the torque request value to correct the vehicle's heading angle. At the same time, the angle closed-loop control system of the main controller responds to the angle difference between the steering wheel return motor and the downward rotation motor, and outputs a hand feel compensation torque request. The steering wheel return motor responds, executes the hand feel compensation torque request, and corrects the driver's hand torque output, forming a compensation closed loop in which the vehicle deviates, the driver corrects, the torque compensates the downward rotation motor, and the upward steering wheel return motor follows the downward rotation motor to compensate for the driver's hand torque.

[0168] In some embodiments, combined Figure 12As shown, a compensation device 1200 for a wire-controlled steer system is provided, comprising: an acquisition module 1201 for acquiring a driving condition of a vehicle; a passive compensation mode arbitration module 1202 for acquiring a hand torque value, a downward rack force, and a steering wheel angle when the driving condition is a uniform speed condition; determining that a passive compensation strategy is adopted as the compensation strategy when the hand torque value is less than or equal to a torque threshold, the downward rack force is less than or equal to a rack force threshold, and the steering wheel angle is less than or equal to an angle threshold; an active compensation mode arbitration module 1203 for acquiring a wheel speed difference between left and right front wheels and a steering wheel angle when the driving condition is an acceleration condition or a deceleration condition; determining that an active compensation strategy is adopted as the compensation strategy when the wheel speed difference and the steering wheel angle meet set conditions; and a compensation control module 1204 for compensating the wire-controlled steer system according to the passive compensation strategy and / or the active compensation strategy.

[0169] Optionally, acquisition module 1201 is configured to acquire signals such as hand torque, steering wheel angle, vehicle speed, longitudinal acceleration, lateral acceleration, yaw rate, front wheel torque, left front wheel speed, and right front wheel speed to determine the vehicle's current driving state and whether it is swerving. Hand torque and steering wheel angle are used not only for state determination but also for calculating compensation torque. The yaw rate serves only as an important criterion for determining the vehicle's driving state.

[0170] Optionally, the compensation device also includes a signal diagnosis module 1205, which is configured to perform validity diagnosis on the signals corresponding to the parameters acquired by the acquisition module. If the diagnosis result is abnormal, the compensation function is not triggered, and an error message is fed back to the vehicle controller. If the diagnosis result is normal, the hand torque, steering wheel angle, vehicle speed, longitudinal acceleration, lateral acceleration, yaw rate, left front wheel speed, right front wheel speed, steering wheel speed, and rack-down force are input into the mode arbiter. Signal diagnosis includes signal communication diagnosis, such as abnormalities in signal communication, including but not limited to sensor failure, CRC (Cyclic Redundancy Check) failure, and data loss caused by unexpected problems. For vehicle speed, steering wheel angle, and other parameters, the signal value and signal validity bit are received, and the validity bit is directly used to determine whether there is an abnormality. If the output function validity is abnormal, a loop test is performed. If the result value is normal, the system enters the standby state. The standby state refers to an intermediate state of the algorithm. When the signal diagnosis is normal and the vehicle is not in a deviation state, the algorithm enters the standby state.

[0171] In some embodiments, combined Figure 13As shown, a compensation device 1300 for a steer-by-wire system is provided, comprising a processor 1310 and a memory 1320 storing program instructions. Optionally, the device 1300 may further include a communication interface 1330 and a bus 1340. The processor 1310, communication interface 1330, and memory 1320 may communicate with each other via bus 1340. Communication interface 1330 may be used for information transmission. Processor 1310 may invoke logic instructions in memory 1320 to execute the compensation method for a steer-by-wire system as described in any of the aforementioned embodiments.

[0172] In addition, the logic instructions in the memory 1320 can be implemented in the form of software functional units and can be stored in a computer-readable storage medium when sold or used as an independent product.

[0173] Memory 1320, as a computer-readable storage medium, can be used to store software programs and computer-executable programs, such as the program instructions / modules corresponding to the methods in the embodiments of the present disclosure. Processor 1300 executes the program instructions / modules stored in memory 1320 to perform functional applications and data processing, thereby implementing the compensation method for the steer-by-wire system in the above-described embodiments.

[0174] The memory 1320 may include a program storage area and a data storage area. The program storage area may store an operating system and application programs required for at least one function; the data storage area may store data generated based on the use of the terminal device. Furthermore, the memory 1320 may include high-speed random access memory and non-volatile memory.

[0175] In some embodiments, a vehicle is provided, comprising: a steer-by-wire system; and a compensation device for the steer-by-wire system as described in any of the above embodiments, wherein the steer-by-wire system is communicatively connected to the compensation device.

[0176] An embodiment of the present disclosure provides a computer-readable storage medium storing computer-executable instructions, wherein the computer-executable instructions are configured to execute a compensation method for a steer-by-wire system.

[0177] The technical solutions of the embodiments of the present disclosure may be embodied in the form of a software product, which is stored in a storage medium and includes one or more instructions for causing a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the method described in the embodiments of the present disclosure. The aforementioned storage medium may be a non-transitory storage medium, such as a USB flash drive, a mobile hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk, among other media capable of storing program code.

[0178] The above description and the accompanying drawings sufficiently illustrate the embodiments of the present disclosure to enable those skilled in the art to practice them. Other embodiments may include structural, logical, electrical, process and other changes. The embodiments represent only possible variations. Unless expressly required, individual components and functions are optional, and the order of operations may vary. Portions and features of some embodiments may be included in or replace portions and features of other embodiments. Moreover, the terms used in this application are only used to describe the embodiments and are not used to limit the claims. As used in the description of the embodiments and claims, the singular forms "a", "an" and "the" are intended to also include the plural forms unless the context clearly indicates otherwise. Similarly, the term "and / or" as used in this application means any and all possible combinations of one or more of the associated listings. In addition, when used in this application, the term "comprise" and its variations "comprises" and / or comprising refer to the presence of stated features, wholes, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, components and / or groups thereof. In the absence of further restrictions, an element defined by the sentence "comprising a..." does not exclude the presence of other identical elements in the process, method or device that includes the element. In this article, each embodiment may focus on the differences from other embodiments, and the same and similar parts between the various embodiments can be referenced to each other. For the methods, products, etc. disclosed in the embodiments, if they correspond to the method part disclosed in the embodiments, then the relevant parts can be referred to the description of the method part.

[0179] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software may depend on the specific application and design constraints of the technical solution. The technicians may use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the embodiments of the present disclosure. The technicians will clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0180] In the embodiments disclosed herein, the disclosed methods and products (including but not limited to devices and equipment) can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of units may be merely a logical functional division. In actual implementation, other divisions may be used, such as combining or integrating multiple units or components into another system, or omitting or disabling some features. Furthermore, the coupling or direct coupling or communication connection shown or discussed between each other may be through some interface, or indirect coupling or communication connection between devices or units, and may be electrical, mechanical, or other forms. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, i.e., they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to implement the embodiments according to actual needs. Furthermore, the functional units in the embodiments disclosed herein may be integrated into a single processing unit, each unit may exist physically separately, or two or more units may be integrated into a single unit.

[0181] The flowcharts and block diagrams in the accompanying drawings show the possible implementation architectures, functions and operations of the systems, methods and computer program products according to the embodiments of the present disclosure. In this regard, each box in the flowchart or block diagram can represent a module, program segment or part of the code, and the module, program segment or part of the code contains one or more executable instructions for implementing the specified logical functions. In some alternative implementations, the functions marked in the box can also occur in an order different from that marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, or they can sometimes be executed in the opposite order, which can depend on the functions involved. In the descriptions corresponding to the flowcharts and block diagrams in the accompanying drawings, the operations or steps corresponding to different boxes can also occur in an order different from that disclosed in the description, and sometimes there is no specific order between different operations or steps. For example, two consecutive operations or steps can actually be executed substantially in parallel, or they can sometimes be executed in the opposite order, which can depend on the functions involved. Each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, may be implemented by a dedicated hardware-based system that performs the specified functions or actions, or may be implemented by a combination of dedicated hardware and computer instructions.

[0182] The above embodiments are only preferred embodiments for fully illustrating the present invention, and the protection scope of the present invention is not limited thereto. Any equivalent substitution or modification made by those skilled in the art based on the present invention is within the protection scope of the present invention.

Claims

1. A compensation method for a steer-by-wire system, characterized in that: include: Obtaining the driving conditions of the vehicle; When the driving condition is a constant speed condition, obtain the hand torque value, the downward rack force and the steering wheel angle; When the hand torque value is less than or equal to the torque threshold, the downward rack force is less than or equal to the rack force threshold, and the steering wheel angle is less than or equal to the angle threshold, determining that the compensation strategy adopts the passive compensation strategy; When the driving condition is acceleration or deceleration, the wheel speed difference and steering wheel angle of the left and right front wheels are obtained; when the wheel speed difference and steering wheel angle meet the set conditions, the compensation strategy is determined to adopt the active compensation strategy; The steer-by-wire system is compensated according to a passive compensation strategy and / or an active compensation strategy.

2. The compensation method according to claim 1, characterized in that: The steps of a passive compensation strategy include: Determine the short-time compensation weight corresponding to the current short-time operation cycle based on the preset short-time operation cycle, the short-time compensation time calibration amount, the short-time integral ratio calibration amount, and the driver's correction confidence level; Determine the short-time compensation torque of the current short-time operation cycle according to the short-time compensation weight of the current short-time operation cycle, the force transmission ratio from the steering wheel end to the lower rotation motor end, and the hand torque value of the current short-time operation cycle; The short-time compensation torque of the current short-time operation cycle is added to the cumulative value of the historical short-time compensation torque to obtain the updated short-time compensation cumulative torque; The target short-time compensation torque is obtained according to the updated short-time compensation cumulative torque and the short-time compensation torque exit condition.

3. The compensation method according to claim 2, characterized in that: The steps of obtaining the target short-time compensation torque according to the updated short-time compensation cumulative torque and the short-time compensation torque exit condition include: Get the current hand torque value, current downward rack force and current steering wheel angle; When the current hand torque value is less than or equal to the torque threshold, the current downward rack force is less than or equal to the rack force threshold, and the current steering wheel angle is less than or equal to the angle threshold, the target short-time compensation torque is output based on the updated short-time compensation cumulative torque and the short-time compensation exit step threshold.

4. The compensation method according to claim 2, characterized in that: The steps of the passive compensation strategy also include: The target short-term compensation torque is added to the hand torque value to obtain the hand torque value of the current long-term operation cycle; Determine the long-time compensation weight of the current long-time operation cycle based on the preset long-time operation cycle, the long-time compensation time calibration amount, the long-time integral ratio calibration amount, and the driver's correction confidence level; Determine the long-term compensation torque of the current long-term operation cycle according to the long-term compensation weight, the force transmission ratio from the steering wheel end to the lower rotation motor end, and the hand torque value of the current long-term operation cycle; The long-term compensation torque of the current long-term operation cycle is added to the cumulative value of the historical long-term compensation torque to obtain the updated long-term compensation cumulative torque; The target long-time compensation torque is obtained according to the updated long-time compensation cumulative torque and the long-time compensation torque output condition.

5. The compensation method according to claim 1, characterized in that: The steps of the active compensation strategy include: Determine the basic compensation torque according to the vehicle speed, steering wheel angle and steering wheel speed; obtaining a first compensation coefficient corresponding to longitudinal acceleration and a second compensation coefficient corresponding to front wheel torque; The active compensation torque is determined according to the basic compensation torque, the first compensation coefficient, the second compensation coefficient, the force transmission ratio from the steering wheel end to the lower turn motor end, and the driver's correction confidence.

6. The compensation method according to claim 5, characterized in that: The steps for determining the basic compensation torque based on vehicle speed, steering wheel angle, and steering wheel speed include: Constructing a first calibration relationship of a target steering wheel speed corresponding to a vehicle speed and a steering wheel angle; Constructing a second calibration relationship of a basic compensation torque corresponding to the vehicle speed and the speed difference, wherein the speed difference is the absolute value of the difference between the current speed of the steering wheel and the target speed of the steering wheel; According to the vehicle speed and the steering wheel angle, the first calibration relationship and the second calibration relationship are retrieved to determine the basic compensation torque.

7. The compensation method according to any one of claims 2 to 5, characterized in that: The steps for calculating the driver's correction confidence level include: Determining a sampling rate, a sample length, and a predetermined number of detection frequencies, wherein the predetermined number of detection frequencies is different; Collect hand torque values ​​and vehicle speed according to the detection frequency, sampling rate and sample length; Calculate discrete frequency based on detection frequency, sampling rate and sample length; Calculate the recurrence coefficient based on the discrete frequency and sample length; Perform iterative calculation based on the recursive coefficient and the collected hand torque value to obtain the weighted ability value; The weighted capacity value is weighted according to the vehicle speed to obtain the vehicle speed corrected energy value; The driver's correction confidence is determined based on the vehicle speed correction energy value and the preset mapping relationship.

8. The compensation method according to any one of claims 1 to 5, characterized in that: The steps of compensating the steer-by-wire system according to the passive compensation strategy and / or the active compensation strategy include: After the active compensation torque and the passive compensation torque are superimposed, the result is input into the optimized torque controller, which outputs the compensation torque request value. In the optimized torque controller, the real-time motor torque of the down-rotating motor is differentiated. Output the compensation torque request value to the lower rotation motor.

9. The compensation method according to claim 8, characterized in that: The optimized torque controller includes: The differential link is placed on the feedback loop to differentiate the real-time motor torque of the down-rotating motor; The differential equation is: ； Among them, T out (t) is the motor end torque request value; K p , K i , K d are proportional, integral, and differential gain values ​​respectively; T act (t) is the real-time motor torque of the down-rotating motor fed back by the torque sensor; T cmp (t) is the total compensation torque after the active compensation torque and the passive compensation torque calculated in the current cycle are superimposed; σ is the integral reset coefficient.

10. The compensation method according to any one of claims 1 to 5, characterized in that: The steps of obtaining the driving conditions of the vehicle include: Get the longitudinal acceleration of the vehicle; When the longitudinal acceleration is less than or equal to the acceleration threshold and lasts for a first time period, determining that the vehicle is in a uniform speed condition; When the longitudinal acceleration is greater than the acceleration threshold and lasts for a second period of time, it is determined that the vehicle is in an acceleration condition or a braking condition.

11. A compensation device for a steer-by-wire system, characterized in that: include: An acquisition module, used to acquire the driving conditions of the vehicle; The passive compensation mode arbitration module is used to obtain the hand torque value, the downward rack force and the steering wheel angle when the driving condition is a constant speed condition; When the hand torque value is less than or equal to the torque threshold, the downward rack force is less than or equal to the rack force threshold, and the steering wheel angle is less than or equal to the angle threshold, determining that the compensation strategy adopts the passive compensation strategy; The active compensation mode arbitration module is used to obtain the wheel speed difference and steering wheel angle between the left and right front wheels when the driving condition is acceleration or deceleration. If the wheel speed difference and steering wheel angle meet the set conditions, the compensation strategy is determined to be the active compensation strategy; The compensation control module is used to compensate the steer-by-wire system according to a passive compensation strategy and / or an active compensation strategy.

12. A compensation device for a steer-by-wire system, characterized in that: The system comprises a processor and a memory storing program instructions, wherein the processor is configured to execute the compensation method for a steer-by-wire system according to any one of claims 1 to 10 when running the program instructions.

13. A vehicle, characterized in that: include: steer-by-wire system; The compensation device of the steer-by-wire system according to claim 11 or 12, wherein the steer-by-wire system is communicatively connected to the compensation device.

14. A readable storage medium storing program instructions, characterized in that: When the program instructions are executed, the computer is configured to execute the compensation method for a steer-by-wire system according to any one of claims 1 to 10.

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