Vehicle steering wheel and road wheel steering synchronization adaptive control method and system

Abstract

The application provides a vehicle steering wheel and road wheel synchronous adaptive control method and system, and relates to the technical field of vehicle control. The method comprises the following steps: calculating a first steering torque by using a feedforward control mode based on the obtained rotation angle and rotation speed of the vehicle steering wheel; performing road wheel steering control according to the first steering torque to obtain actual road wheel rotation angle data; calculating a second steering torque by using a PID control closed loop based on the angle deviation between the rotation angle of the vehicle steering wheel and the actual road wheel rotation angle; and performing vehicle steering control according to the synthesized motor torque obtained by dynamically weighting the first steering torque and the second steering torque. The application controls the steering angle of the steering wheel and the steering angle of the road wheel to realize fast, accurate and smooth synchronous steering, and greatly improves the safety and comfort of driving.

Description

Technical Field

[0001] This invention belongs to the field of vehicle control technology, and in particular relates to a method and system for synchronous adaptive control of vehicle steering wheel and road wheel steering. Background Technology

[0002] Existing steer-by-wire systems typically use PID control to synchronize the steering wheel angle with the wheel angle. PID control is a feedback control, which requires detecting the error (the deviation between the steering wheel angle and the wheel angle) before it can take effect, resulting in a response delay.

[0003] When the steering wheel is turned rapidly (such as during a sharp turn), the PID control may fail to keep up due to the system's mechanical inertia and control delay, leading to overshoot or oscillation. For sudden disturbances, such as road bumps, the PID control also requires time to adjust, during which time the error is relatively large. Summary of the Invention

[0004] To overcome the shortcomings of the prior art, the present invention provides a method and system for synchronous adaptive control of vehicle steering wheel and road wheel steering, which controls the steering wheel angle and road wheel angle to achieve fast, accurate and smooth synchronous steering, greatly improving driving safety and comfort.

[0005] To achieve the above objectives, one or more embodiments of the present invention provide the following technical solutions: The first aspect of the present invention provides a method for adaptive control of vehicle steering wheel and road wheel steering synchronization.

[0006] The vehicle steering wheel and road wheel steering synchronization adaptive control method includes the following steps: Based on the obtained steering wheel angle and speed, the first steering torque is calculated using a feedforward control method. The steering of the road wheels is controlled according to the first steering torque, and the actual steering angle data of the road wheels is obtained; The second steering torque is calculated based on the angular deviation between the steering wheel rotation angle and the actual wheel rotation angle through PID control closed loop. The first steering torque and the second steering torque are dynamically weighted to obtain the composite motor torque, and the vehicle steering is controlled according to the composite motor torque.

[0007] A second aspect of the present invention provides a vehicle steering wheel and road wheel steering synchronization adaptive control system.

[0008] The vehicle steering wheel and road wheel steering synchronization adaptive control system includes: The feedforward control module is configured to calculate the first steering torque based on the acquired steering wheel rotation angle and speed using a feedforward control method. The feedforward output application module is configured to: control the steering of the road wheels according to the first steering torque and obtain the actual steering angle data of the road wheels; The PID control module is configured to calculate the second steering torque based on the angular deviation between the steering wheel rotation angle and the actual wheel rotation angle through a PID control closed loop. The dynamic synthesis module is configured to dynamically weight the first steering torque and the second steering torque to obtain the synthesized motor torque, and then perform vehicle steering control according to the synthesized motor torque. A third aspect of the present invention provides a computer-readable storage medium having a program stored thereon that, when executed by a processor, implements the steps of the vehicle steering wheel and road wheel steering synchronization adaptive control method as described in the first aspect of the present invention.

[0009] A fourth aspect of the present invention provides an electronic device including a memory, a processor, and a program stored in the memory and executable on the processor, wherein the processor executes the program to implement the steps in the vehicle steering wheel and road wheel steering synchronization adaptive control method as described in the first aspect of the present invention.

[0010] The above one or more technical solutions have the following beneficial effects: This invention provides a method and system for synchronous adaptive control of vehicle steering wheel and road wheel steering. Through feedforward control, the required steering force is calculated in advance based on inputs (vehicle speed + steering wheel angle + visual road surface data), directly generating the control quantity without waiting for errors to appear, thus enabling immediate response to steering wheel rotation. PID control eliminates residual errors through actual wheel angle feedback, ensuring that the road wheel angle ultimately accurately tracks the steering wheel angle.

[0011] In the process of calculating the second steering torque using PID control closed-loop, the proportional gain, integral gain, and derivative gain in this invention can be adaptively adjusted: the proportional gain K_p is adaptively adjusted according to the magnitude of the deviation, providing torque proportional to the deviation and quickly reducing it. The integral gain K_i is adjusted inversely proportional to the road surface unevenness level, eliminating continuous small deviations, such as steady-state errors caused by road slope. The derivative gain K_d is adaptively adjusted according to vehicle speed; the higher the vehicle speed, the smaller K_d, suppressing excessively rapid changes in wheel angle and avoiding high-speed steering vibration.

[0012] This invention uses feedforward dynamic weighting and PID dynamic weighting to dynamically calculate the first steering torque and the second steering torque. Furthermore, it adaptively adjusts the feedforward dynamic weighting and PID dynamic weighting according to road conditions and driving conditions, thereby achieving fast, accurate, and smooth synchronous steering of the steering wheel angle and the road wheel angle.

[0013] This invention uses a camera sensor with SOC to accurately detect road surface type data (such as dry asphalt, wet asphalt, ice and snow, gravel, etc.), which can obtain accurate friction coefficient and road surface unevenness level, and can promptly respond to the impact of potholes, bumpy roads or slippery roads on steering smoothness and safety.

[0014] This invention optimizes the weight combination of feedback output and PID output when the vehicle is traveling at high speed in a straight line, and reduces the dynamic weight of feedforward and the dynamic weight of PID, which can reduce energy consumption.

[0015] This invention can temporarily increase the feedforward weight and accelerate the response when a vehicle makes a sharp turn, preventing overshoot or oscillation caused by the inability of the steering wheel angle and the road wheel angle to synchronize in time due to the mechanical inertia and control delay of the system.

[0016] Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0017] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0018] Figure 1 This is a flowchart of the method in Example 1.

[0019] Figure 2 This is a flowchart of the method in Example 1. Detailed Implementation

[0020] It should be noted that the following detailed descriptions are exemplary and intended to provide further illustration of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0021] It should be noted that the terminology used herein is for the purpose of describing particular implementations only and is not intended to limit the exemplary implementations of the present invention.

[0022] Where there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0023] Example 1 As mentioned earlier, PID control is a type of feedback control. It requires detecting the error (the deviation between the steering wheel angle and the wheel angle) before it can take control action, resulting in a response delay. When the steering wheel is turned rapidly (such as during a sharp turn), due to the system's mechanical inertia and control delay, PID control may not be able to track in time, leading to overshoot or oscillation. For sudden disturbances (such as road bumps), PID control also needs time to adjust, during which time the error is relatively large.

[0024] Based on this, this embodiment discloses a vehicle steering wheel and road wheel steering synchronization adaptive control method. Overall, it adopts a combination of feedforward control and PID control, and adaptively and dynamically synthesizes the outputs of feedforward control and PID control using feedforward dynamic weights and PID dynamic weights. In this way, steering synchronization control can be achieved in various situations such as low-friction road surfaces, high-speed straight driving, and sharp turns. In addition, during the PID control process, the proportional gain, integral gain, and derivative gain are dynamically and adaptively adjusted to cope with uneven road surfaces, potholes, bumps, slippage, and other situations.

[0025] like Figure 1 As shown, the adaptive control method for synchronized steering of the vehicle's steering wheel and road wheels can be applied to steer-by-wire systems. It includes the following steps: Based on the obtained steering wheel angle and speed, the first steering torque is calculated using a feedforward control method. The steering of the road wheels is controlled according to the first steering torque, and the actual steering angle data of the road wheels is obtained; The second steering torque is calculated based on the angular deviation between the steering wheel rotation angle and the actual wheel rotation angle through PID control closed loop. The first steering torque and the second steering torque are dynamically weighted to obtain the composite motor torque, and the vehicle steering is controlled according to the composite motor torque.

[0026] In feedforward control and PID control, the process of acquiring the required data includes: The steering wheel rotation angle is collected by a steering wheel angle sensor; Calculate the rotational speed of the steering wheel based on the steering wheel rotation angle; Vehicle speed is obtained through wheel speed sensors; The actual rotation angle data of the road wheels is obtained through a road wheel rotation angle sensor; Identify road surface data types using camera sensors; The corresponding friction coefficient is determined based on the identified road surface type.

[0027] It can be understood that after acquiring the above data, the steering wheel angle and speed, road friction coefficient, etc., are used in the feedforward control calculation output. Specifically, the first steering torque is calculated using the feedforward control method, and the specific calculation process is as follows:

[0028] in, This is the first steering torque; Here, J is the inertial term, and J is the system's moment of inertia. The angle of rotation of the steering wheel; B is the damping term, and B is the damping coefficient. The rotational speed of the steering wheel; This is the road resistance compensation term, where μ is the road friction coefficient, Kr(μ) = 1.8 - 1.6 * μ. This represents the maximum steering resistance torque.

[0029] After obtaining the actual turning angle data of the road wheels, the angular deviation between the steering wheel rotation angle and the actual turning angle of the road wheels is calculated and applied to the PID control to calculate the output.

[0030] The second steering torque is calculated using the PID control closed loop, specifically as follows:

[0031] in, This is the second steering torque; For the proportion term, For proportional gain; For integration, For integral gain; For differential terms, The differential gain is e = θ_h - θ_w, which is the angular deviation between the steering wheel rotation angle and the actual wheel rotation angle, where θ_h is the steering wheel rotation angle and θ_w is the actual wheel rotation angle.

[0032] To address various driving scenarios, this embodiment adaptively adjusts the gain in the PID control. The proportional gain, integral gain, and derivative gain in the PID control are dynamically and adaptively adjusted, where: proportional gain Adaptive adjustment based on deviation magnitude: If |e|>5°: = 5.0, if 1° < |e| ≤ 5°: = 2.5 + 0.3 * |e|, if |e| ≤ 1°: = 2.5; Integral gain Adjustment is inversely proportional to the road surface roughness level; Differential gain It adapts to vehicle speed; the higher the speed, the better. The smaller.

[0033] After calculating the first steering torque and the second steering torque, the specific calculation method for the combined motor torque is as follows:

[0034] in, This represents the combined motor torque; The first steering torque, The second steering torque is α; α and β are the feedforward dynamic weight and the PID dynamic weight, respectively.

[0035] To address different driving conditions, this embodiment also adaptively adjusts the feedforward dynamic weights and PID dynamic weights. Specifically: (1) Based on the road surface conditions, the feedforward dynamic weights and PID dynamic weights are adaptively adjusted, specifically as follows: Based on different road surface friction coefficients, road surfaces are classified into low-adhesion road surfaces and normal road surfaces; On normal road surfaces, feedforward drives rapid response, while PID enhances error correction. For low-adhesion road surfaces, enhance the dynamic weight of the PID controller to address the risk of skidding.

[0036] (2) Based on the driving conditions, the feedforward dynamic weight and PID dynamic weight are adaptively adjusted, specifically as follows: When traveling at high speed in a straight line, reduce the feedforward dynamic weight and PID dynamic weight to optimize energy consumption; During sharp turns, temporarily increase the feedforward weight to accelerate the response.

[0037] The control method of this invention relies on, for example, Figure 2 The system architecture is shown below. Figure 2 As shown, the system architecture includes wheel speed sensors, steering wheel angle sensors, camera sensors, wheel steering angle sensors, SbW handwheel actuators (HWA) for the steer-by-wire system, SbW road wheel actuators (RWA), ball screws, and the front steering wheel. Among them: The SbW handwheel actuator (HWA) of the steer-by-wire system includes a signal acquisition module, a feedforward calculation module, a PID calculation module, and an instruction synthesis module; The SbW road wheel actuator (RWA) includes a motor control module, a motor drive module, and a drive motor; The SbW handwheel actuator (HWA) of the steer-by-wire system communicates redundantly with the SbW road wheel actuator (RWA) via private CAN1 and private CAN2 within the system.

[0038] As the driver turns the steering wheel, sensors detect the steering wheel angle and speed, while a road wheel angle sensor detects the actual road wheel angle.

[0039] The SbW handwheel actuator (HWA) acquires the difference between the steering wheel angle and the wheel angle, as well as steering wheel speed, vehicle speed, and visual road surface data through a signal acquisition module. It then synthesizes the motor control torque output through feedforward calculation and PID calculation. The feedforward calculation predicts the required torque based on the steering wheel speed and system model (including vehicle speed and visual road surface data) for rapid response. The PID performs proportional, integral, and derivative operations based on the error to eliminate steady-state errors and suppress disturbances.

[0040] The SbW handwheel actuator (HWA) combines the feedforward output and PID output according to weights to obtain the total torque command, and sends the total torque command to the SbW road wheel actuator (RWA) to drive the front wheels to steer.

[0041] After receiving the total torque command, the internal motor control module of the SbW road wheel actuator (RWA) sends a PWM signal to the motor drive module. The motor drive module drives the motor and transmits the drive torque to the ball screw and steering tie rod, ultimately driving the front wheels to steer. After the front wheels steer, the new front road wheel steering angle is fed back to the SbW system, forming a closed-loop control.

[0042] The specific implementation steps of the steering wheel steering angle and road wheel steering angle synchronization control strategy provided in this embodiment are as follows: 1. First, the signal sensing and acquisition module of the steer-by-wire (SbW) system acquires the steering wheel angle (θ_h) through the steering wheel angle sensor, calculates the steering wheel rotation speed (dθ_h / dt), calculates the vehicle speed (v) through the wheel speed sensor, acquires the wheel steering angle (θ_w) through the road wheel angle sensor, and identifies the road surface type (such as dry asphalt, wet asphalt, ice and snow, gravel, etc.) through the camera sensor with SOC. Different road surface types have different friction coefficients (μ).

[0043] 2. Feedforward control predicts the required steering torque based on the steering wheel's rotation (angle, speed) and the current vehicle status (vehicle speed, road friction coefficient), anticipating and compensating for the system's inertia and damping, enabling the wheels to respond quickly to steering wheel movements. Feedforward output ( The calculation formula is as follows: in : Inertia term, compensating for the rotational inertia of the steering system (J is the system rotational inertia). The greater the steering wheel acceleration, the greater the required compensation torque. Damping term, compensating for the frictional resistance of the system (B is the damping coefficient). The higher the steering wheel speed, the greater the frictional resistance; The road surface resistance compensation term is dynamically adjusted based on the road surface friction coefficient μ, Kr(μ) = 1.8 - 1.6 * μ (μ is the road surface friction coefficient, with a value range of 0.1~0.9). Maximum steering resistance torque (constant, such as 20 Nm).

[0044] 3. While performing feedforward calculations, the PID calculations correct the feedforward prediction error in real time based on the deviation between the steering wheel angle command (θ_h) and the actual wheel angle (θ_w) (e = θ_h - θ_w), ensuring that the wheel angle accurately tracks the steering wheel angle.

[0045] PID output ( The calculation formula is as follows:

[0046] in: Proportional term (P): It provides torque proportional to the deviation, rapidly reducing the deviation. Among other things... It is a proportional gain, and it adaptively adjusts according to the magnitude of the deviation: If |e|>5°: = 5.0 (Strong Response Mode); If 1° < |e| ≤ 5°: = 2.5 + 0.3 * |e| (adaptive mode); If |e| ≤ 1°: = 2.5 (Precision mode).

[0047] Integral term (I): This eliminates persistent small deviations (such as steady-state errors caused by road surface slope). The integral gain K_i is adjusted inversely according to the road surface roughness level (uneven road surfaces reduce the integral action and prevent oscillations).

[0048] Differential term (D): To suppress excessively rapid changes in wheel angle (anti-shake). Differential gain. The system adapts to vehicle speed; the higher the vehicle speed (v), the better. The smaller the value, the less likely it is to cause vibration during high-speed steering.

[0049] 4. Convert the feedforward output ( ) and PID output ( The final motor torque command is synthesized according to dynamic weights:

[0050] in: Normal road surface (μ ≥ 0.3): α = 0.9, β = 1.1 (feedforward-driven fast response, PID-enhanced error correction); When traveling at high speed in a straight line, α = 0.85, β = 1.05 (energy consumption can be optimized); Low-adhesion road surface (μ<0.3): α = 0.95, β = 1.2 (enhanced PID correction weights to address the risk of skidding); If the SbW system detects a sharp turn (|dθ_h / dt|>300° / s), it temporarily increases the feedforward weight to α=0.95 to accelerate the response.

[0051] 5. Calculate the synthesized torque command. The current is converted into motor current, and the motor drives the steering tie rod through the ball screw to rotate the road wheel. The actual rotation angle θ_w of the road wheel is collected by the sensor and fed back to the PID control loop to form a closed loop.

[0052] This embodiment possesses the following technical advantages through the above-described control method: (1): This invention uses feedforward control to calculate the steering force required in advance based on the input (vehicle speed + steering wheel angle + visual road surface data), and directly generates the control quantity without waiting for the error to appear. Therefore, it can respond to the steering wheel rotation immediately. PID control eliminates the remaining error through feedback of the actual wheel angle, ensuring that the wheel angle ultimately tracks the steering wheel angle accurately.

[0053] (2): This invention accurately detects road surface type data (such as dry asphalt, wet asphalt, ice and snow, sand and gravel) through a camera sensor with SOC, and can obtain accurate friction coefficient and road surface unevenness level, and can promptly respond to the interference of potholes and bumpy roads or the impact of slippery roads on steering smoothness and safety.

[0054] (3): This invention can optimize the weight combination of feedback output and PID output when the vehicle is traveling at high speed, thereby reducing energy consumption.

[0055] (4): This invention can prevent the steering wheel angle and the road wheel steering angle from not being synchronized in time due to the mechanical inertia and control delay of the system when the vehicle makes a sharp turn, thus preventing overshoot or oscillation.

[0056] Example 2 This embodiment discloses a vehicle steering wheel and road wheel steering synchronization adaptive control system.

[0057] The vehicle steering wheel and road wheel steering synchronization adaptive control system includes: The feedforward control module is configured to calculate the first steering torque based on the acquired steering wheel rotation angle and speed using a feedforward control method. The feedforward output application module is configured to: control the steering of the road wheels according to the first steering torque and obtain the actual steering angle data of the road wheels; The PID control module is configured to calculate the second steering torque based on the angular deviation between the steering wheel rotation angle and the actual wheel rotation angle through a PID control closed loop. The dynamic synthesis module is configured to dynamically weight the first steering torque and the second steering torque to obtain the synthesized motor torque, and then perform vehicle steering control according to the synthesized motor torque. Example 3 The purpose of this embodiment is to provide a computer-readable storage medium.

[0058] A computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the steps of the vehicle steering wheel and road wheel steering synchronization adaptive control method as described in Embodiment 1 of this disclosure.

[0059] Example 4 The purpose of this embodiment is to provide an electronic device.

[0060] An electronic device includes a memory, a processor, and a program stored in the memory and executable on the processor, wherein the processor executes the program to implement the steps in the vehicle steering wheel and road wheel steering synchronization adaptive control method as described in Embodiment 1 of this disclosure.

[0061] The steps and methods involved in the apparatuses of Embodiments 2, 3, and 4 above correspond to those in Embodiment 1. For specific implementation details, please refer to the relevant description section of Embodiment 1. The term "computer-readable storage medium" should be understood as a single medium or multiple media including one or more instruction sets; it should also be understood as including any medium capable of storing, encoding, or carrying an instruction set for execution by a processor and enabling the processor to perform any of the methods in this invention.

[0062] Those skilled in the art will understand that the modules or steps of the present invention described above can be implemented using general-purpose computer devices. Optionally, they can be implemented using computer-executable program code, thereby allowing them to be stored in a storage device for execution by a computer device, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. The present invention is not limited to any particular combination of hardware and software.

[0063] While the specific embodiments of the present invention have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solutions of the present invention are still within the scope of protection of the present invention.

Claims

1. A vehicle steering wheel and road wheel steering synchronization adaptive control method, characterized in that, Includes the following steps: Based on the obtained steering wheel angle and speed, the first steering torque is calculated using a feedforward control method. The steering of the road wheels is controlled according to the first steering torque, and the actual steering angle data of the road wheels is obtained; The second steering torque is calculated based on the angular deviation between the steering wheel rotation angle and the actual wheel rotation angle through PID control closed loop. The first steering torque and the second steering torque are dynamically weighted to obtain the composite motor torque, and the vehicle steering is controlled according to the composite motor torque; The specific calculation method for the combined motor torque is as follows: ； in, This represents the combined motor torque; The first steering torque, The second steering torque; α and β are the feedforward dynamic weight and the PID dynamic weight, respectively; Based on road conditions, the feedforward dynamic weights and PID dynamic weights are adaptively adjusted, specifically as follows: Based on different road surface friction coefficients μ, road surfaces are classified into low-adhesion road surfaces and normal road surfaces; For normal road surfaces with μ≥0.3, α=0.9, β=1.1, feedforward-driven fast response, and PID-enhanced error correction; For low-adhesion road surfaces with μ < 0.3, α = 0.95, β = 1.2, enhancing the dynamic weights of the PID controller to address the risk of slippage; Based on driving conditions, the feedforward dynamic weights and PID dynamic weights are adaptively adjusted, specifically as follows: When traveling at high speed in a straight line, α=0.85, β=1.05, reduce the feedforward dynamic weight and PID dynamic weight to optimize energy consumption; During a sharp turn where |dθ_h / dt| > 300° / s, the feedforward weight is temporarily increased to α = 0.95 to accelerate the response; where dθ_h / dt is the rotational speed of the steering wheel.

2. The vehicle steering wheel and road wheel steering synchronization adaptive control method as described in claim 1, characterized in that, In feedforward control and PID control, the process of acquiring the required data includes: The steering wheel rotation angle is collected by a steering wheel angle sensor; Calculate the rotational speed of the steering wheel based on the steering wheel rotation angle; Vehicle speed is obtained through wheel speed sensors; The actual rotation angle data of the road wheels is obtained through a road wheel rotation angle sensor; Identify road surface data types using camera sensors; The corresponding friction coefficient is determined based on the identified road surface type.

3. The vehicle steering wheel and road wheel steering synchronization adaptive control method as described in claim 1, characterized in that, The first steering torque is calculated using a feedforward control method. The specific calculation process is as follows: ； in, This is the first steering torque; Here, J is the inertial term, and J is the system's moment of inertia. The angle of rotation of the steering wheel; Here, B is the damping term, and B is the damping coefficient. The rotational speed of the steering wheel; This is the road resistance compensation term, where μ is the road friction coefficient, and Kr(μ) = 1.8 - 1.6 * μ. This represents the maximum steering resistance torque.

4. The vehicle steering wheel and road wheel steering synchronization adaptive control method as described in claim 1, characterized in that, The second steering torque is calculated using the PID control closed loop, specifically as follows: ； in, This is the second steering torque; For the proportion term, For proportional gain; For integration, This is the integral gain; For differential terms, denoted as differential gain; e is the angular deviation between the steering wheel rotation angle and the actual wheel rotation angle.

5. The vehicle steering wheel and road wheel steering synchronization adaptive control method as described in claim 4, characterized in that, The proportional gain, integral gain, and derivative gain in PID control are dynamically and adaptively adjusted, where: proportional gain Adaptive adjustment based on deviation magnitude: If |e|>5°: = 5.0, if 1° < |e| ≤ 5°: = 2.5 + 0.3 * |e|, if |e|≤ 1°: = 2.5; Integral gain Adjustment is inversely proportional to the road surface roughness level; Differential gain It adapts to vehicle speed; the higher the speed, the better. The smaller.

6. A vehicle steering wheel and road wheel steering synchronization adaptive control system, employing the vehicle steering wheel and road wheel steering synchronization adaptive control method as described in any one of claims 1-5, characterized in that, include: The feedforward control module is configured to calculate the first steering torque based on the acquired steering wheel rotation angle and speed using a feedforward control method. The feedforward output application module is configured to: control the steering of the road wheels according to the first steering torque and obtain the actual steering angle data of the road wheels; The PID control module is configured to calculate the second steering torque based on the angular deviation between the steering wheel rotation angle and the actual wheel rotation angle through a PID control closed loop. The dynamic synthesis module is configured to dynamically weight the first steering torque and the second steering torque to obtain the synthesized motor torque, and then perform vehicle steering control according to the synthesized motor torque.

7. A computer-readable storage medium having a program stored thereon, characterized in that, When the program is executed by the processor, it implements the steps in the vehicle steering wheel and road wheel steering synchronization adaptive control method as described in any one of claims 1-5.

8. An electronic device comprising a memory, a processor, and a program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the steps in the vehicle steering wheel and road wheel steering synchronization adaptive control method as described in any one of claims 1-5.

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