Method for adapting steering feel in a steering system

Abstract

The present invention relates to a method for adapting steering feel in a steering system (10), particularly during operation of the steering system (10) in a vehicle (12), wherein the steering system (10) is configured as a steer-by-wire system and includes an operating unit (14) having at least one steering handle (16) and at least one feedback actuator (18) coupled to the steering handle (16), and wherein a feedback torque is generated by manipulating the feedback actuator (158) to load the steering handle (16) with steering resistance and / or reset torque. It is proposed that the steering speed (ω) at the steering handle (16) is... LH In at least one operating state below the threshold (20), additional torque is generated by manipulating the feedback actuator (18) in order to reduce and / or compensate for frictional effects, especially adhesion frictional effects, in the operating unit (14).

Description

Technical Field

[0001] This invention relates to a method for adapting steering feel in a steering system as described in the preamble of claim 1. Furthermore, this invention relates to a computing unit for performing this method and a vehicle having such a computing unit. Background Technology

[0002] Vehicles with conventional steering systems are known from the prior art, in which a steering handle, for example in the form of a steering wheel, is mechanically fixedly connected via a steering column to a wheel steering angle adjuster, in the form of a steering transmission mechanism. Furthermore, vehicles with steer-by-wire systems are known, which can operate without a direct mechanical connection between the steering handle and the wheel being steered, and in these vehicles, the steering preset is transmitted electrically. A typical steer-by-wire system generally includes: an operating unit having a steering handle and a feedback actuator for generating driver feedback; and a wheel steering angle adjuster mechanically separated from the operating unit for changing the wheel steering angle of at least one wheel of the vehicle. Here, the operating unit can include a torsion bar torque sensor and be implemented in an adjustment-based manner, or it can operate without such a torsion bar torque sensor and operate in a pre-controlled manner, at least during initial maneuvering.

[0003] Furthermore, a method for adapting steering feel in a steering system is known from DE 10 2017 222 952 A1, wherein the steering system is configured as a steer-by-wire system, and wherein a feedback torque is generated to load the steering handle with steering resistance and / or reset torque. Summary of the Invention

[0004] The object of the present invention is particularly to provide a method for adapting steering feel with improved characteristics in terms of friction compensation. This object is achieved by the features of claims 1, 9, and 10, while advantageous designs and improvements of the invention can be derived from the dependent claims.

[0005] The present invention relates to a method for adapting steering feel in a steering system, particularly during operation of the steering system in a vehicle, especially a computer-implemented method, wherein the steering system is configured as a steer-by-wire system and includes an operating unit having at least one steering handle and at least one feedback actuator coupled to the steering handle, and wherein a feedback torque is generated by manipulating the feedback actuator to load the steering handle with steering resistance and / or reset torque.

[0006] The proposed approach is to generate additional torque by manipulating a feedback actuator in at least one operating state where the steering speed at the steering lever is below a threshold, in order to reduce and / or compensate for, in particular, static friction effects, especially inherent adhesion friction effects, in the operating unit. Therefore, steering speed is particularly considered when generating additional torque. The steering speed threshold can be, for example, at a maximum of ±10° / s, and preferably at a maximum of ±5° / s. This design advantageously improves friction compensation, particularly within the operating unit, and thus improves steering feel. Specifically, it is possible to reduce drag (“viscous effect”) and increase the accuracy of steering presets by reducing friction effects in the operating unit, depending on the current driving conditions.

[0007] The vehicle is preferably configured as a motor vehicle and includes a steering system configured as a steer-by-wire system. This steering system includes an operating unit and at least one wheel steering angle adjuster, particularly mechanically decoupled from the operating unit, for changing the wheel steering angle of at least one vehicle wheel. The operating unit has a steering handle, particularly manually operable by the driver, for applying steering torque or hand torque, and a feedback actuator, particularly electrically operable and effectively connected to the steering handle, for driver feedback, preferably in the form of an electric motor. The feedback actuator is particularly mechanically coupled to the steering handle and configured to generate steering resistance and / or reset torque to the steering handle, and thus configured to generate steering feel. Furthermore, the operating unit may include a coupling transmission mechanism for connecting the feedback actuator and / or at least one position sensor associated with the feedback actuator, preferably in the form of a rotor position sensor, for determining the operating position of the feedback actuator, preferably a rotor position. Additionally, in the present case, the operating unit is preferably configured without a steering sensor, particularly a steering sensor associated with a torsion bar, particularly a torsion bar torque sensor. In this case, the operating unit can be operated in a pre-controlled manner, at least during initial maneuvers.

[0008] Furthermore, the vehicle includes a computing unit configured to execute methods for adapting steering feel. The term "computing unit" should be understood in particular as an electrical and / or electronic unit having an information input section, an information processing section, and an information output section. Advantageously, the computing unit also includes at least one processor, at least one operating memory, at least one input device and / or output device, at least one operating program, at least one control routine, at least one adjustment routine, at least one calculation routine, at least one evaluation routine, at least one adaptation routine, and / or at least one calculation routine. Specifically, the computing unit is at least configured to generate additional torque by manipulating a feedback actuator in at least one operating state where the steering speed at the steering handle is below a threshold, in order to reduce and / or compensate for, in particular, static friction effects in the operating unit. For this purpose, the computing unit can particularly include a compensation function. Furthermore, the computing unit is particularly configured to generate a feedback torque by manipulating the feedback actuator to load the steering handle with steering resistance and / or reset torque. For this purpose, the computing unit can particularly include a steering feel function. Furthermore, the computing unit is preferably configured to calculate the steering speed at the steering handle and compare it with a threshold. Here, for example, the steering speed can be determined based on the detection signal from the position sensor associated with the feedback actuator and, if necessary, the transmission ratio of the coupled transmission mechanism. Preferably, the computing unit is also integrated into the vehicle's controller and / or the controller of the steering system, particularly in the form of a steering controller. "Setting" should be understood in particular as specifically programmed, designed, and / or equipped. "Object set for a specific function" should be understood in particular as the object satisfying and / or implementing such a specific function in at least one application state and / or operating state.

[0009] Furthermore, it is proposed that the additional torque acts in the direction of the zero and / or center position of the steering handle, thereby enabling particularly efficient friction compensation.

[0010] Furthermore, it is advantageously proposed that, as the steering speed decreases below a threshold, the additional torque and / or the control parameters associated with the additional torque increase and / or gradually increase (einblende). The additional torque and / or control parameters can be increased and / or gradually increased, for example, by means of a logarithmic function or a sigmoid function. However, preferably, the additional torque and / or control parameters increase and / or gradually, especially by means of a ramp function. Moreover, above the threshold, the additional torque and / or control parameters are preferably zero and / or set to zero. This is particularly advantageous for overcoming adhesion friction and achieving a smooth response of the operating unit.

[0011] Furthermore, it is proposed that vehicle speed be taken into account when generating the additional torque. Vehicle speed can be obtained, for example, through an ESP system and / or a speed sensor or retrieved from the vehicle's controller. Here, the necessary level of additional torque is preferably determined based on the vehicle speed, more precisely, the additional torque necessary to reduce and / or compensate for friction effects. Particularly preferably, it is also proposed that as the vehicle speed decreases below an additional threshold, the additional torque and / or control parameters associated with the additional torque (especially the control parameters already mentioned or other control parameters different from the previously mentioned control parameters) decrease and / or gradually disappear (ausblende). This additional threshold for vehicle speed can, for example, be at a maximum of 20 km / h or a maximum of 15 km / h. Specifically, the calculation unit can be configured to calculate the vehicle speed and compare it with this additional threshold. The additional torque and / or control parameters can, for example, be reduced and / or gradually disappear using a logarithmic function or a sigmoid function. However, advantageously, the additional torque and / or control parameters decrease and / or gradually disappear linearly, especially using a ramp function. When the vehicle speed is low, such as when maneuvering to park or exit a parking space, the additional torque is advantageously reduced or set to zero because, in this case, there is no self-directional torque at the steering handle in the direction of zero and / or center position. Thus, the generation of additional torque can be eliminated, especially in driving situations and / or operating conditions where friction effects play a secondary role.

[0012] Furthermore, it is proposed that the steering handle deflection be taken into account when generating the additional torque. The steering handle deflection can be determined, for example, based on the detection signal from a position sensor associated with the feedback actuator and, if necessary, in conjunction with the gear ratio of the coupling transmission mechanism. Particularly preferably, it is also proposed that, as the steering handle deflection decreases below an additional threshold, the additional torque and / or control parameters associated with the additional torque (especially the control parameters already mentioned, or other control parameters already mentioned, or other control parameters different from the previously mentioned control parameters) decrease and / or gradually disappear. This additional threshold for steering handle deflection can, for example, be at most ±10° or at most ±5°. Specifically, the calculation unit can be configured to determine the steering handle deflection and compare it with this additional threshold. The additional torque and / or control parameters can, for example, decrease and / or gradually disappear using a logarithmic function or a sigmoid function. However, advantageously, the additional torque and / or control parameters decrease and / or gradually disappear linearly, especially using a ramp function. Therefore, when the steering lever offset is small, especially near the zero and / or center positions, the additional torque is advantageously reduced or set to zero, because the additional torque in this area can cause undesirable back-and-forth switching between counterclockwise and clockwise rotation (“Toggeln”). This, in particular, prevents a deterioration in steering feel in the zero and / or center position areas.

[0013] Furthermore, it is preferably proposed to use a steering feel function, especially the steering feel function already mentioned, to generate feedback torque, and to use a compensation function that operates and / or functions under the steering feel function, especially the compensation function already mentioned, to generate additional torque. Here, the compensation function can be implemented simultaneously and / or in parallel with the steering feel function. In particular, the compensation function therefore does not directly affect the steering feel function, but works under the steering feel function, that is, as an independent, additional functional level. As a result, a particularly comfortable steering feel and a smooth-responding operating unit can be provided.

[0014] Here, the methods and vehicles used to adapt steering feel should not be limited to the applications and implementations described above. In particular, in order to satisfy the functional modes described herein, the methods and vehicles used to adapt steering feel can have a number different from the number of the various elements, components and units mentioned herein. Attached Figure Description

[0015] Further advantages are illustrated in the following figures. Embodiments of the invention are shown in the figures. Wherein: Figures 1a to 1b A simplified diagram illustrates a vehicle with a steering system configured as a steer-by-wire system. Figure 2 A simplified block diagram of a compensation function for reducing and / or compensating for friction effects in the steering system operating unit is shown. Figures 3a to 3c An exemplary characteristic curve of the compensation function is shown, and Figure 4 An exemplary flowchart showing the main method steps for adapting steering feel in a steering system is shown. Detailed Implementation

[0016] Figure 1a and Figure 1b A simplified illustration shows a vehicle 12, exemplarily configured as a passenger car, having a plurality of vehicle wheels 32 and a steering system 10. The steering system 10 is effectively connected to the vehicle wheels 32 and configured to influence the travel direction of the vehicle 12. Furthermore, the steering system 10 is configured as a steer-by-wire system, wherein steering is preset to be electrically transmitted to the vehicle wheels 32 in at least one operating state.

[0017] The steering system 10 has an operating unit 14, which is particularly operable by a driver and / or passenger. The operating unit 14 includes, for example, a steering wheel-shaped handle 16 and an actuator unit 34 connected to the steering handle 16. The actuator unit 34 is configured to detect signals, forces, and / or torques from the steering handle 16 and / or transmit them to the steering handle 16. For this purpose, the actuator unit 34 includes a feedback actuator 18 and a coupling transmission mechanism 36 for coupling the feedback actuator 18 to the steering handle 16. However, in principle, the coupling transmission mechanism can also be omitted, and the feedback actuator can be directly coupled to the steering handle. Currently, the feedback actuator 18 is at least configured to generate steering resistance and / or reset torque to the steering handle 16 and thus to generate and / or adapt steering feel. Here, the feedback actuator 18 is exemplary constructed as an electric motor, particularly a rotary motor. Furthermore, the actuator unit 34 has a position sensor 38 associated with the feedback actuator 18, which in the present case is constructed as a rotor position sensor and configured to acquire the rotor position of the feedback actuator 18. In particular, the operating unit 14 is currently configured not to have a torsion bar torque sensor and is implemented in a pre-controlled manner, at least during initial operation.

[0018] Furthermore, the steering system 10 has a wheel steering angle adjuster 40, which is known per se. The wheel steering angle adjuster 40 is mechanically separated from the operating unit 14. The wheel steering angle adjuster 40 is electrically connected to the operating unit 14. Additionally, the wheel steering angle adjuster 40 is exemplarily configured as a central adjuster. The wheel steering angle adjuster 40 is effectively connected to at least two of the vehicle wheels 32, particularly the two front wheels, and is configured to convert a steering preset into steering motion of the vehicle wheels 32. For this purpose, the wheel steering angle adjuster 40 includes a steering adjustment element 42 exemplarily configured as a rack and a steering actuator 44 that works in conjunction with the steering adjustment element 42. The steering actuator 44 is configured to provide steering torque and thereby particularly control and / or influence the steering characteristics of the steering system 10 and / or the vehicle 12. In principle, the steering system can of course also include multiple wheel steering angle adjusters, particularly configured as single-wheel adjusters, or a combination of wheel steering angle adjusters configured as a central adjuster and wheel steering angle adjusters configured as single-wheel adjusters.

[0019] Furthermore, vehicle 12 has a controller 46. In this case, controller 46 is configured as a steering controller and is therefore part of steering system 10. Controller 46 is electrically connected to operating unit 14. Controller 46 is also electrically connected to wheel steering angle adjuster 40. Thus, controller 46 couples operating unit 14 with wheel steering angle adjuster 40. Controller 46 is configured to control the operation of steering system 10.

[0020] For this purpose, the controller 46 includes a computing unit 30. The computing unit 30 includes at least one processor (not shown), for example, in the form of a microprocessor, and at least one runtime memory (not shown). Furthermore, the computing unit 30 includes at least one runtime program stored in the runtime memory, which has at least one control routine, at least one calculation routine, at least one evaluation routine, at least one adaptation routine, and at least one calculation routine. Additionally, the computing unit 30 currently includes a steering feel function 26 and a compensation function 28 subordinate to the steering feel function 26. The computing unit 30 is currently effectively connected to and configured to manipulate the feedback actuator 18. Here, by means of the steering feel function 26, a feedback torque can be generated by manipulating the feedback actuator 18 in a manner known per se, so as to load the steering handle 16 with steering resistance and / or reset torque.

[0021] In principle, the controller can also be constructed differently from the steering controller, for example, as a separate, central vehicle controller with a central computing unit. Furthermore, it is conceivable to have separate controllers and / or computing units for the wheel steering angle adjusters and the operating units, and to connect them to each other in a communicative manner.

[0022] Furthermore, vehicle 12 may include additional components and / or structural elements not shown, such as ESP systems and / or navigation systems known per se. In this case, controller 46 is preferably electrically connected to the ESP system and / or navigation system. However, it is also conceivable in principle to omit the ESP system and / or navigation system.

[0023] In adjustable steering systems, i.e., steering systems with torsion bar torque sensors, mechanical friction within the steering system or its operating unit can typically be identified and compensated using data from the torsion bar torque sensor. Conversely, friction compensation becomes problematic in steer-by-wire systems with operating units that lack torsion bar torque sensors. In such cases, friction compensation is usually impossible unless motion is detected by a position sensor, an alternative angle sensor, or estimation. This means that static friction effects within the operating unit must typically be overcome before identification and compensation can occur. However, these static friction effects can impair steering feel by increasing sluggishness (also known as "viscous effect") or reducing the precision of steering presets, ultimately negatively impacting the driving experience. In particular, the aforementioned "viscous effect" often occurs when the driver wants to make small steering corrections, for example, during cornering. This can lead to insufficient precision when the steering returns to the zero or center position.

[0024] Therefore, in order to improve friction compensation, a method is proposed below for adapting the steering feel during the operation of the steering system 10 in the vehicle 12, particularly that which can be perceived by the driver at the steering handle 16 and especially that which is generated by the feedback actuator 18. Here, the method is particularly used to improve the driving experience according to driving conditions. In the present case, the computing unit 30 is further provided for implementing the method and, in particular, has a computer program with corresponding program code segments.

[0025] Currently, especially with the help of compensation function 28, the steering speed ω at steering handle 16 is... LH In at least one operating state below threshold 20, an additional torque is generated in the direction of the zero and / or center position of the steering handle 16 by manipulating the feedback actuator 18, in order to reduce and / or compensate for static friction effects, particularly adhesion friction effects, in the operating unit 14. Here, the additional torque is preferably adaptable and can be set up to the maximum desired level, so that, ideally, the driver does not need to apply additional steering torque to overcome static friction effects during steering reset. Steering speed ω LH The threshold 20 can currently be, for example, within ±5° / s, where, with the steering speed ω LHWhen the drop is below a threshold of 20, the additional torque increases and / or is gradually added, and when the drop is above a threshold of 20, the additional torque is preferably set to zero (see also...). Figure 3c This design effectively overcomes the static friction effect in the operating unit 14. Furthermore, a smooth response is achieved, at least when resetting the steering wheel towards its center.

[0026] The following reference Figure 2 and Figures 3a to 3c To describe the detailed functionality of compensation function 28. Figure 2 A simplified block diagram of a compensation function 28 for reducing and / or compensating for frictional effects in operating unit 14 is shown, while... Figures 3a to 3c An exemplary characteristic curve of the compensation function 28 is shown in the figure.

[0027] Vehicle speed v FZ The offset δ of steering handle 16 LH (i.e., steering angle) and steering speed ω LH The input parameters are fed to the compensation function 28. As output parameters, the compensation function 28 provides a control signal 48 for the feedback actuator 18 based on these input parameters, which is used to generate additional torque. To determine the output parameters, the input parameters or the control parameters derived from the input parameters are calculated together. In the current case, the vehicle speed v is used here. FZ and the offset δ of steering handle 16 LH The control parameters, or related parameters, are multiplied together by the first calculation module 50. Then, the calculated parameters obtained are multiplied by the steering speed ω by the second calculation module 52. LH Or multiply it by its related control parameters to obtain the control signal 48.

[0028] Therefore, the vehicle speed v is currently considered when generating additional torque. FZ The offset δ of steering handle 16 LH and steering speed ω LH Vehicle speed v FZ For example, it can be invoked from the ESP system and / or navigation system, while the offset δ of the steering handle 16 LH and steering speed ω LH The ratio can be determined by combining the detection signal from the position sensor 38 with the transmission ratio of the coupling transmission mechanism 36.

[0029] also, Figure 2 The first setting module 54 includes Figure 3a The figure shown is for vehicle speed v FZ The first characteristic curve. In Figure 3a In the diagram, the horizontal axis 60 is designed as a parametric axis and displays the vehicle speed v in units of [km / h].FZ The vertical axis 62 is designed as an additional parametric axis and shows the corresponding control parameters or the currently required additional torque in [Nm].

[0030] In the current situation, based on the vehicle speed v FZ To determine the necessary level of additional torque, more precisely, the additional torque necessary to reduce and / or compensate for friction effects. For this purpose, at speeds above vehicle speed v... FZ At another threshold of 22, the control parameter or the required additional torque is set to its maximum value, and as the vehicle speed v... FZ Decrease below vehicle speed v FZ At another threshold of 22, the control parameter or the required additional torque decreases and / or gradually disappears. Vehicle speed v FZ Another threshold 22 can be, for example, up to 20 km / h. Furthermore, the control parameters or the required additional torque are advantageously reduced linearly, especially by means of the ramp function, and / or gradually disappear. Therefore, at vehicle speed v FZ At lower levels, such as when maneuvering into or out of a parking space, the additional torque is advantageously reduced or set to zero because in this case there is no self-orienting torque at the steering handle 16 in the direction of zero and / or center position.

[0031] Figure 2 The second setting module 56 includes Figure 3b The offset δ for steering handle 16 shown in the figure LH The second characteristic curve. In Figure 3b In the diagram, the horizontal axis 64 is designed as a parametric axis and shows the offset δ of the steering handle 16 in [°]. LH The vertical axis 66 is designed as an additional parametric axis and shows additional control parameters or current adaptation coefficients related to the additional torque.

[0032] In the current situation, this is based on the offset δ of the steering handle 16. LH To determine the fit coefficient for the aforementioned control parameters or the required additional torque. For this purpose, at an offset δ above the steering handle 16... LH At another threshold of 24, additional control parameters or adaptation coefficients are set to their maximum values, and with the offset δ of the steering handle 16... LH Decrease below the offset δ of steering handle 16 LH When the threshold value is 24, other control parameters or adaptation coefficients decrease and / or gradually disappear. The offset δ of the steering handle 16... LHThe additional threshold 24 can, for example, be within ±5°. Furthermore, advantageously, additional control parameters or adaptation coefficients decrease linearly, particularly by means of a ramp function, and / or gradually disappear. Therefore, when the steering handle 16 has a small offset, especially near the zero and / or center position, the additional torque is advantageously reduced or set to zero, because the additional torque in this region could cause undesirable toggling between counter-clockwise and clockwise rotation (“Toggeln”).

[0033] Figure 2 The third setting module 58 includes Figure 3c The figure shown is for steering speed ω LH The third characteristic curve. In Figure 3c In the diagram, the horizontal axis 68 is designed as a parametric axis and shows the steering speed ω in [° / s]. LH The vertical axis 70 is designed as an additional parametric axis and shows additional control parameters or additional adaptation coefficients currently associated with the additional torque.

[0034] In the current situation, based on the steering speed ω LH To determine additional adaptation coefficients for the aforementioned computational parameters. For this purpose, at speeds higher than the steering speed ω... LH When the threshold is 20, other control parameters or other adaptation coefficients are set to zero, and with the steering speed ω LH Decrease below steering speed ω LH When the threshold is 20, additional control parameters or additional adaptation coefficients are increased and / or gradually added to the maximum value. As mentioned earlier, the steering speed ω LH The threshold 20 can be within ±5° / s. Furthermore, advantageously, additional control parameters or additional adaptation coefficients are increased linearly, particularly by means of a ramp function, and / or gradually added. This advantageously overcomes adhesion friction in the operating unit 14 and enables a smooth response of the operating unit 14.

[0035] at last, Figure 4 An exemplary flowchart showing the main method steps for adapting steering feel in steering system 10 is shown.

[0036] In method step 80, the steering speed ω at least at the steering handle 16 is monitored. LH And compare it with the threshold 20.

[0037] Method step 82 corresponds to the steering speed ω LHThe operating state is below threshold 20. Therefore, a control signal 48 for the feedback actuator 18 is obtained, and additional torque is generated by controlling the feedback actuator 18 with the control signal 48 to reduce and / or compensate for frictional effects, especially adhesion friction effects, in the operating unit 14. Here, at least based on the steering speed ω LH To obtain the control signal 48. Furthermore, it is advantageous to consider the vehicle speed v. FZ and / or the offset δ of the steering handle 16 LH .

[0038] Figure 4 The flowcharts herein should only exemplarily describe one method for adapting steering feel in steering system 10. In particular, the individual method steps can be varied or additional method steps can be added. For example, when obtaining the control signal 48, the vehicle speed v can be omitted. FZ and / or the offset δ of the steering handle 16 LH Considerations.

Claims

1. A method for adapting steering feel in a steering system (10), particularly during operation of the steering system (10) in a vehicle (12), wherein, The steering system (10) is configured as a steer-by-wire system and includes an operating unit (14) having at least one steering handle (16) and at least one feedback actuator (18) coupled to the steering handle (16), wherein a feedback torque is generated by manipulating the feedback actuator (158) to load the steering handle (16) with steering resistance and / or reset torque, characterized in that the steering speed (ω) at the steering handle (16) is... LH In at least one operating state below the threshold (20), additional torque is generated by manipulating the feedback actuator (18) to reduce and / or compensate for frictional effects, especially adhesion frictional effects, in the operating unit (14).

2. The method according to claim 1, characterized in that, The additional torque acts toward the zero and / or center position of the steering handle (16).

3. The method according to claim 1 or 2, characterized in that, With the turning speed (ω) LH When the torque drops below the threshold (20), the additional torque and / or the control parameters associated with the additional torque increase linearly and / or are gradually added.

4. The method according to any one of the preceding claims, characterized in that, The vehicle speed (v) is taken into account when generating the additional torque. FZ ).

5. The method according to claim 4, characterized in that, With the vehicle speed (v) FZ The speed decreases below the vehicle speed (v) FZ When the additional torque and / or the control parameters associated with the additional torque are at another threshold (22), the additional torque decreases linearly and / or gradually disappears.

6. The method according to any one of the preceding claims, characterized in that, The offset (δ) of the steering handle (16) is taken into account when generating the additional torque. LH ).

7. The method according to claim 6, characterized in that, As the steering handle (16) deflects (δ) LH The deflection (δ) of the steering handle (16) is lower than the deflection of the steering handle (16). LH When the additional torque and / or the control parameters associated with the additional torque are at another threshold (24), the additional torque decreases linearly and / or gradually disappears.

8. The method according to any one of the preceding claims, characterized in that, The steering feel function (26) is used to generate the feedback torque, and the compensation function (28) that operates and / or functions under the steering feel function (26) is used to generate the additional torque.

9. A computing unit (30) for performing the method according to any one of the preceding claims.

10. A vehicle (12), particularly a motor vehicle, the vehicle having: a steering system (10) configured as a steer-by-wire system and including an operating unit (14) having at least one steering handle (16) and at least one feedback actuator (18) coupled to the steering handle (16); and a computing unit (30) according to claim 9.

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