Vehicle and tax procedure for it

Abstract

Vehicle, comprising: a storage unit (500); a drive unit (400) configured to drive a steering device of the vehicle; at least one sensor (200) configured to detect a plurality of detection signals including a steering angle and a steering torque of the vehicle; and a controller (300) configured to determine whether the vehicle is in a predetermined stable straight-ahead travel based on the plurality of detection signals, wherein, when the vehicle is in the predetermined stable straight-ahead travel, the controller (300) is configured to extract reference information including a relationship between the steering angle and the steering torque of the vehicle at one or more past times and store the reference information in the storage unit (500), and is further configured to control the drive unit (400) based on a deviation between the reference information and the steering angle and the steering torque of the vehicle measured at one or more travel times after the one or more past times, wherein the controller (300) is configured to extract a steering stop friction force based on the relationship between the steering angle and the steering torque of the vehicle at the one or more past times and to start a control (300) of the drive unit (400) based on the steering stop friction force after the one or more past times, where the steering stop friction force is an average torque obtained when the steering angle is constant.

Description

BACKGROUND 1. FIELD OF THE INVENTION

[0001] Embodiments of the present disclosure relate to a vehicle and a control method therefor, in particular to a technique for controlling a steering device to minimize vehicle drag. 2. DESCRIPTION OF THE RELATED STATUS

[0002] A vehicle can become unbalanced due to various factors while traveling straight. In this case, a pulling phenomenon can occur, causing the vehicle to be pulled to one side regardless of the driver's intention.

[0003] When the pulling or tugging phenomenon occurs, a driver operates a steering wheel with a certain force so that the steering wheel is directed opposite to a pulling direction of the vehicle so that the vehicle can drive straight.

[0004] Regarding the prior art, reference can be made to DE 10 2016 218 863 A1, which comprises a device and a method for controlling a motor-driven power steering system. Steering friction is compensated for, whereby the steering angle and associated steering torque values ​​are recorded and stored in a learning phase in order to calculate a gradient value for compensation.

[0005] DE 10 2011 120 917 A1 describes a steering system for detecting driver steering torque and motor angular velocity. If the detected values ​​are outside a normal range, a servo motor is controlled in such a way that interference is compensated.

[0006] DE 10 2009 028 181 A1 describes a steering system in which pull-drift compensation is used to correct a vehicle's straight-ahead travel.

[0007] DE 10 2007 019 739 A1 describes a steering system in which, in a learning mode, a plurality of measured values ​​relating to the steering angle are recorded during a defined driving operation and a correction of straight-ahead driving is carried out based on a comparison of the recorded measured values ​​with reference values.

[0008] DE 10 2006 015 636 A1 discloses a method for compensating for skew effects. During a learning phase, operating variables are recorded as a function of a variable representing a manual torque. A correlation variable determined from this is used to determine a correction signal.

[0009] DE 102 44 070 A1 shows a method for compensating for skew effects, whereby a correction is learned based on differential angles recorded during straight-ahead travel.

[0010] Therefore, it is an aspect of the present disclosure to provide a vehicle and a control method therefor capable of compensating the steering control based on the vehicle's own influences and environmental influences, thereby accurately performing steering compensation control.

[0011] Additional aspects of the disclosure will be set forth in part in the description which follows and in part will be obvious from the description or learned by practice of the disclosure.

[0012] The invention is defined by independent claims 1 and 8.

[0013] The controller may determine a deflection value and a steering recovery value based on the relationship between the steering angle and the steering torque of the vehicle at the at least one past time.

[0014] The controller can determine the deflection value with left or right direction dependence and the steering recovery value corresponding to the deflection value.

[0015] The controller may determine an average deflection value based on the deflection value, determine an average steering recovery value based on the steering recovery value, and extract the reference information using the average deflection value and the average steering recovery value.

[0016] The controller may extract an average steering stop friction force based on the steering stop friction force extracted at the at least one past time and begin controlling the drive unit based on the average steering stop friction force.

[0017] The controller can extract environmental information based on the deviation between the reference information and the vehicle's steering angle and steering torque measured after the last time point.

[0018] The controller may assign a weight to at least one element constituting the reference information and change at least one weight based on the deviation between the reference information and the steering angle and steering torque of the vehicle measured at at least one time point after the past time point.

[0019] Controlling the drive unit may include determining a deflection value and a steering recovery value based on the relationship between the steering angle and the steering torque of the vehicle at at least one past time.

[0020] Controlling the drive unit may include determining the deflection value with left or right direction dependence and the steering recovery value corresponding to the deflection value.

[0021] Extracting and storing the reference information may include determining an average deflection value based on the deflection value, determining an average steering recovery value based on the steering recovery value, and extracting the reference information using the average deflection value and the average steering recovery value.

[0022] Controlling the drive unit may include extracting an average steering stop friction force based on the steering stop friction force extracted at the at least one past time and initiating control of the drive unit based on the average steering stop friction force.

[0023] Extracting and storing the reference information may include extracting environmental information based on the deviation between the reference information and the steering angle and steering torque of the vehicle measured after the last time point.

[0024] Controlling the drive unit may include assigning a weight to at least one element constituting the reference information and changing at least one weight based on the deviation between the reference information and the steering angle and steering torque of the vehicle measured at the at least one time point after the last time point. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] These and / or other aspects of the disclosure will become apparent and easier to understand from the following description of the embodiments, taken in conjunction with the accompanying drawings. In the drawings: Fig. 1 is a view showing a structure in which a vehicle receives signals from a plurality of sensors to perform integrated control according to an embodiment; Fig. 2 is a control block diagram according to an embodiment; Fig. 3 is a diagram illustrating a relationship between a steering angle (SAS sensor) and a steering torque (torque sensor) according to an embodiment; Fig. 4 is a view for explaining a difference between reference information and an operating environment of a vehicle according to an embodiment; Fig. 5 is a view for explaining the compensation control according to an embodiment; and Fig. 6 and Fig. 7 are flowcharts according to one embodiment. DETAILED DESCRIPTION

[0026] Similar reference numerals refer to similar elements throughout the description. This description does not describe all elements of the embodiments, and the common content of related art or duplicate content in the embodiments is omitted. The terms "unit," "module," "element," and "block" used herein may be implemented by hardware or software. It is also possible that a plurality of units, modules, elements, and blocks are implemented as one element, or that one unit, module, element, or block includes a plurality of elements according to the embodiments.

[0027] Whenever an element is referred to as "connected" to another element throughout the description, it may be connected to another element directly or indirectly. Indirect connection includes a connection via a wireless communications network.

[0028] Furthermore, unless explicitly described otherwise, when a part “includes” some elements, it means that other elements may be further included but not excluded.

[0029] Whenever the description refers to an element being “on top of” another element, there may be a third element between the two elements, in addition to the two elements being in contact.

[0030] Terms like “first” or “second” can be used to distinguish one element from another, but the elements are not restricted by the terms.

[0031] Singular forms are intended to include plural forms unless the context clearly indicates otherwise.

[0032] The reference symbols of operations are used for convenience of description and do not indicate the order of operations. Operations may be performed in a different order than that described, unless a specific order is clearly described in the context.

[0033] In the following, an operational principle and embodiments of the present disclosure will be described with reference to the accompanying drawings.

[0034] While the vehicle is moving, vehicle pull can be determined by measuring a steering torque, a yaw angle, a steering angle, and a vehicle speed.

[0035] In this case, if the driver performs steering control by compensating control with a steering torque generated when driving straight to follow the center of a lane where pulling is expected, the vehicle may be biased to one side of the lane, or the driver may feel bilateral asymmetric steering due to the vehicle's own influences (e.g., pulling, asymmetric steering friction forces and suspensions) and environmental influences (e.g., road gradient).

[0036] However, when the driver is just going through the above process, accurate compensation control is difficult because the pulling is calculated and compensated by accumulating the degree of steering torque without considering various other influences.

[0037] Fig. 1 is a view showing a structure in which a vehicle according to an embodiment receives signals from a plurality of sensors to perform integrated control.

[0038] With reference to Fig. 1, a vehicle 1 includes, in embodiments, one or more sensors 200, a controller 300, and a drive unit 400.

[0039] The sensors 200 may include various devices, such as a front camera, a steering angle sensor, a torque sensor, and a vehicle G-sensor, that can detect or recognize objects.

[0040] The sensors 200 generate and output different detection signals upon detecting an object. Furthermore, the detection signals output by the sensors 200 include a steering torque for braking the vehicle 1 at any given time according to a result of the object detection.

[0041] One or more controllers of the vehicle 1 integrally manage signals output by a plurality of sensors to perform the collision avoidance function against a detected object.

[0042] Meanwhile, a driver assistance system may include a variety of devices connected via a vehicle communication network (NT). For example, the driver assistance system may include a forward collision warning (FCW) system, an advanced emergency braking system (AEBS), an adaptive cruise control (ACC) system, a lane departure warning system (LDWS), a lane keeping assist system (LKAS), a blind spot detection (BSD) system, and a forward collision warning (RCW) system.

[0043] The devices included in the vehicle 1 can communicate with each other via the vehicle NT. The vehicle NT is a communication system that can use a communication protocol such as a Media Oriented System Transport (MOST) with a communication rate of up to 24.5 Mbps (megabits per second), a FlexRay with a communication rate of up to 10 Mbps, a Controller Area Network (CAN) with a communication rate ranging from 125 kbit / s (kilobits per second) to 3.7 Mbps, and a Local Area Network (LIN) with a communication rate of 20 kbit / s. Such a vehicle NT can use a single communication protocol such as MOST, FlexRay, CAN, or LIN, and can use a variety of communication protocols.

[0044] The controller 300 can integrate a plurality of detection signals received from the sensor 200 and output an integrated control signal.

[0045] In detail, the controller 300 determines the detection result, that is, it determines whether the detection signal is based on the detection signal transmitted from the sensor 200. Based on the determination result, the controller 300 generates and outputs an integrated control signal for controlling the drive unit 400. Furthermore, the controller 300 includes a memory for storing an algorithm for controlling the operation of components in the vehicle 1 or data of a program for reproducing the algorithm, and a processor that executes the above process using the data stored in the memory. In embodiments, the memory and the processor may be implemented as separate chips. Alternatively, the memory and the processor may be implemented as a single chip.

[0046] Furthermore, the controller 300 can be provided in the vehicle 1 as a separate module for generating an integrated control signal.

[0047] The drive unit 400 can receive the integrated control signal from the controller 300 to drive the steering device of the vehicle 1.

[0048] Fig. 2 is a control block diagram according to one embodiment.

[0049] With reference to Fig. 2, a vehicle according to one embodiment may include a storage unit 500, a drive unit 400, a sensor 200, and a controller 300.

[0050] In embodiments, the storage unit 500 may store reference information, including a relationship between a steering angle and a steering torque of the vehicle at one or more past times, extracted by the controller 300 as described below.

[0051] The reference information is obtained from measurement data from a steering angle sensor and a torque sensor of the vehicle while driving and refers to data obtained when the vehicle is traveling in a stable straight line. Details of the reference information are described below.

[0052] The drive unit 400 can drive the steering device of the vehicle. In embodiments, the drive unit 400 can be implemented as a device that changes the direction of travel of the vehicle based on the driver's intention or the extraction result of the controller 300.

[0053] In one embodiment, the drive unit 400 includes a steering wheel and a steering shaft and is a drive mechanism for transmitting a driver's steering force to a transmission device. In another embodiment, the drive unit 400 may include a transmission device for transmitting a steering force to a driving link mechanism by changing the direction of the steering force while increasing a rotational force, and a link mechanism that transmits an operating force of the transmission device to front wheels while properly supporting the relative position of the left and right wheels.

[0054] The sensors 200 can detect a variety of detection signals, including a steering angle and a steering torque.

[0055] When the vehicle is in a predetermined stable straight-ahead travel, the controller 300 extracts reference information including a relationship between the steering angle and the steering torque of the vehicle at one or more previous times, stores the reference information in the storage unit 500, and controls the drive unit 400 based on the deviation between the reference information and the steering angle and the steering torque of the vehicle measured at one or more travel times after the one or more previous times.

[0056] The specified stable operating or driving state refers to a situation in which the vehicle drives stably in a straight line under a specified condition.

[0057] The controller 300 may determine a deflection value and a steering recovery value based on the relationship between the steering angle and the steering torque of the vehicle at one or more past times. As described below, the controller 300 may graphically extract the relationship between the steering angle and the steering torque and determine the deflection value, which indicates the degree of bias of the vehicle from the center, and the steering recovery value, which indicates a steering recovery force, using a node between a gradient of a graph and the axis.

[0058] The controller 300 can determine the deflection value with left or right direction dependence and the steering recovery value corresponding to the deflection value.

[0059] The controller 300 may determine an average deflection value based on the deflection value, determine an average steering recovery value based on the steering recovery value, and extract the reference information using the average deflection value and the average steering recovery value. In embodiments, the controller 300 may extract average values ​​based on the deflection value with right or left directionality and the steering recovery value to extract the reference information.

[0060] In addition, the controller 300 may extract a steering stop friction force based on the relationship between the steering angle and the steering torque of the vehicle at a previous time.

[0061] The steering stop friction force can be extracted as an average torque obtained at a constant steering angle.

[0062] The controller 300 may extract an average steering stop friction force based on the steering stop friction force extracted at multiple past points in time and control the drive unit 400 based on the average steering stop friction force. In embodiments, the controller 300 may further apply the friction force to output a predetermined torque when starting the steering control.

[0063] The controller 300 may extract environmental information based on the deviation between the reference information and the steering angle and steering torque of the vehicle measured after the last time point.

[0064] The controller 300 may extract the steering state of the vehicle based on the deviation between the reference information extracted as described above and the information extracted by the sensor 200 after the elapsed time.

[0065] Furthermore, the controller 300 may assign a weight to at least one item constituting the reference information for the compensation control and change at least one weight based on the deviation between the reference information and the steering angle and the steering torque of the vehicle measured at one or more driving time points after the past time point.

[0066] The controller 300 may determine that the steering restoration force is strong when a graph with a large gradient is formed, and that the steering restoration force is weak when a graph with a small gradient is formed.

[0067] The controller 300 may include a memory for storing an algorithm for controlling the operation of components in the vehicle or data of a program for reproducing the algorithm, and a processor that performs the above process using the data stored in the memory. In this case, the memory and processor may be implemented as separate chips. Alternatively, the memory and processor may be implemented as a single chip.

[0068] At least one component can be adjusted according to the performance of the Fig. 2 may be added or deleted. Those of ordinary skill in the art will readily understand that the relative position of the components may be changed depending on the performance or design of the system.

[0069] In addition, the Fig. 2 to software components and / or hardware components such as a Field Programmable Gate Array (FPGA) and an application-specific integrated circuit (ASIC).

[0070] Fig. 3 is a diagram illustrating the relationship between the steering angle and the steering torque according to an embodiment.

[0071] With reference to Fig. 3, the X-axis represents the steering angle and the Y-axis represents the steering torque. The controller 300 can determine the relationship between the steering angle and the steering torque as shown in Fig. 3, under the condition that the vehicle is driving stably straight ahead.

[0072] When the vehicle is in the predetermined steady-state driving state, the controller 300 may extract the relationship between the steering angle and the steering torque. The steady-state driving state may include a traveling vehicle speed, a steering angle, a steering angular velocity, a lateral acceleration, a longitudinal axis acceleration, a yaw rate, and a curvature value of a traveling vehicle.

[0073] In addition, the controller 300 may extract the relationship between a right steering angle and a right steering torque and the relationship between a left steering angle and a left steering torque.

[0074] The relationship between the right steering angle and the right steering torque can be approximated by L1, which is a linear function in the graph, and the relationship between the left steering angle and the left steering torque can be approximated by a linear function L2 in the graph. Each function can be expressed by the following equation. T=A⋅SA+B

[0075] In equation 1, T denotes a steering torque, A a slope (gradient) of the graph, SA a steering angle, and B a node between the graph and the Y-axis.

[0076] The gradients A1 and A2 of L1 and L2 may correspond to the steering recovery value, which is a steering recovery moment of the vehicle. Furthermore, the nodes B1 and B2 where L1 and L2 intersect the Y-axis may correspond to the vehicle deflection value, which indicates the degree of vehicle bias to one side from the center. Furthermore, the controller 300 may extract an average of the two graphs and a graph L3 of the average. The average curve L3 may be extracted as the average of the gradients of L1 and L2 and the average of the Y-intersects. The equation used in this calculation is as follows. A3=A1+A22

[0077] Referring to Equation 2, a gradient A3 of the graph L3, which is the mean value, can be extracted using the mean value of the gradients A1 and A2 of the graphs L1 and L2. Furthermore, as described above, the slope (gradient) can correspond to the steering recovery value in the graph of the relationship between steering angle and steering torque. B3=B1+B22

[0078] Referring to Equation 3, the gradient A3 of the graph L3, which is the mean value, can be extracted by using the mean value of the Y-intercepts B1 and B2 in each of the graphs L1 and L2. Meanwhile, as described above, the Y-intercept can correspond to the deflection value in the graph of the relationship between steering angle and steering torque.

[0079] Furthermore, the controller 300 may extract the reference information based on the L1 to L3 extracted through the above process. The controller 300 may compare the reference information with the state of the vehicle to determine the driving state of the vehicle after the elapsed time, and may control the vehicle to travel along the center of the road by compensating for distracted driving.

[0080] Fig. 3 shows an embodiment for extracting the reference information, but the operation is not limited as long as it can extract the relationship between the steering angle and the steering torque in the stable running state of the vehicle.

[0081] Fig. 4 is a diagram for explaining the difference between the reference information and the operating environment of the vehicle according to an embodiment.

[0082] With reference to the above drawings of Fig. 4, the vehicle is traveling on a road with a transverse slope. When the vehicle is traveling on the road while tilted to the right, the relationship between the steering angle and the steering torque can be extracted in the form of a graph L4, which is shifted further to the left than the graph of the relationship between the steering angle and the steering torque in Fig. 3. In embodiments, since the vehicle is tilted to the right, it is necessary to generate a torque to change the steering to the left, so the graph is extracted in the form shifted to the left parallel to the original graph. When the relationship between the steering torque and the steering angle is established to the left compared to the original graph L3, the controller 300 can determine that the vehicle is tilted to the right, so that the controller 300 can perform compensation control according to the relationship between the steering torque and the steering angle.

[0083] With reference to the drawings below of Fig. 4, the vehicle is traveling on a downhill road. When the vehicle is traveling on the road while leaning to the left, the relationship between the steering angle and the steering torque can be extracted in the form of a graph L5, which is shifted further to the right than the graph of the relationship between the steering angle and the steering torque in Fig. 4A. In embodiments, since the vehicle is tilted to the left, it is necessary to generate a torque to change the steering to the right, so the graph is extracted in the form shifted to the right parallel to the original graph. When the relationship between the steering torque and the steering angle is established to the right compared to the original graph L3, the controller 300 can determine that the vehicle is tilted to the left, so that the controller 300 can perform the compensation control according to the relationship between the steering torque and the steering angle.

[0084] Furthermore, since the deviation in the relationship between the steering torque and the steering angle relates to the environment of the road on which the vehicle is traveling, the controller 300 can extract environmental information based on the deviation between the reference information and the steering angle and steering torque of the vehicle measured at the current time. Based on the above deviation, the controller 300 can determine that the vehicle is tilted to the right.

[0085] In addition, the Fig. 4A and Fig. 4B is only an embodiment for extracting the slope (gradient) of the road on which the vehicle is traveling, and there is no limitation on the operation when the operation is performed by using the relationship between the steering torque and the steering angle to extract other operating environment of the vehicle as well as the slope of the road.

[0086] Fig. 5 is a view for explaining compensation control according to an embodiment.

[0087] With reference to Fig. 5, the controller 300 may perform compensation control based on the steering angle and steering torque obtained at the current time, while performing steering control via a basic steering controller 700. The controller 300 may control the drive unit 400 based on the deviation between the reference information and the steering angle and steering torque of the vehicle measured at the time of travel after the past time points. Furthermore, the controller 300 may assign a weight to at least one item constituting the reference information. For example, a weight G1 may be assigned to a deflection value 701, a weight G2 to a steering recovery value 702, a weight G3 to a stopping friction 703, and a weight G4 to environmental information 704. As described above, the controller 300 may control the weights for driving the vehicle according to the reference information.

[0088] For example, when the vehicle is traveling on the road while deviating from the center of the current lane by less than a predetermined distance, the controller 300 may determine that the pulling phenomenon is not large, so the controller 300 may control the deflection value and the steering recovery value. According to one embodiment, the controller 300 may control values ​​of G1 and G2.

[0089] Furthermore, when the vehicle travels on the road while deviating more than a predetermined distance from the center of the current lane, the controller 300 may determine that the drag phenomenon is large, so the controller 300 may control the value of the environmental information. According to one embodiment, the controller 300 may control the value of G4.

[0090] In addition, the Fig. 5 is only one embodiment for explaining the operation of the present disclosure, and there is no limitation on the operation of assigning or changing weights as long as the operation is performed to prevent the pulling phenomenon of the vehicle.

[0091] Fig. 6 is a flowchart according to one embodiment.

[0092] With reference to Fig. 6, the sensor 200 can detect a plurality of detection signals (1001). If it is determined that the vehicle is in the predetermined stable running state (1002), the relationship between the steering angle and the steering torque can be extracted (1003). The controller 300 can extract the reference information based on the relationship between the steering angle and the steering torque extracted as described above and store the reference information in the storage unit 500 (1004). Subsequently, the controller 300 can control the steering based on the deviation between the extracted reference information and the steering angle and the steering torque of the vehicle measured at a time point after the last time point (1005).

[0093] With reference to Fig.7, the controller 300 may extract the relationship between the steering angle and the steering torque (1011). The controller 300 may extract the reference information and store the reference information in the storage unit 500 (1012) based on the extracted information. The controller 300 may assign a weight to at least one item constituting the reference information (1031). The at least one item may include a deflection value, an average recovery value, and the like. Meanwhile, the controller 300 may change at least one weight based on the deviation between the reference information and the steering angle and steering torque of the vehicle during the above operation (1014).

[0094] Furthermore, the disclosed embodiments may be implemented in the form of a recording medium for storing instructions executable by a computer. The instructions may be stored in the form of program code and, when executed by a processor, may generate a program module to perform the operations of the disclosed embodiments. The recording medium may be implemented as a computer-readable recording medium.

[0095] The computer-readable recording medium may include any type of recording medium that stores instructions that can be decoded by a computer. For example, the recording medium may include read-only memory (ROM), random access memory (RAM), magnetic tape, magnetic disk, flash memory, an optical data storage device, and the like.

[0096] Logical blocks, modules, or units described in connection with the embodiments disclosed herein may be implemented or executed by a computing device having at least one processor, at least one memory, and at least one communication interface. The elements of a method, process, or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by at least one processor, or in a combination of both. Computer-executable instructions for implementing a method, process, or algorithm described in connection with the embodiments disclosed herein may be stored on a non-transitory, computer-readable storage medium.

[0097] As apparent from the above description, a vehicle and a control method thereof according to an embodiment of the present disclosure can compensate the steering control based on internal factors of the vehicle and environmental influence factors, thus accurately performing the steering compensation control.

[0098] The disclosed embodiments have been described above with reference to the accompanying drawings. Those skilled in the art will recognize that various changes in form and detail may be made without departing from the spirit and scope of the invention as defined in the appended claims. The disclosed embodiments are for illustrative purposes only and should not be construed as limiting the present disclosure.

Claims

[1] Vehicle comprising: a storage unit (500); a drive unit (400) configured to drive a steering device of the vehicle; at least one sensor (200) configured to detect a plurality of detection signals including a steering angle and a steering torque of the vehicle; and a controller (300) configured to determine whether the vehicle is in a predetermined stable straight-ahead travel based on the plurality of detection signals, wherein, when the vehicle is in the predetermined stable straight-ahead travel, the controller (300) is configured to extract reference information including a relationship between the steering angle and the steering torque of the vehicle at one or more past times and store the reference information in the storage unit (500), and is further configured to control the drive unit (400) based on a deviation between the reference information and the steering angle and the steering torque of the vehicle measured at one or more travel times after the one or more past times, wherein the controller (300) is configured to extract a steering stop friction force based on the relationship between the steering angle and the steering torque of the vehicle at the one or more past times and to start a control (300) of the drive unit (400) based on the steering stop friction force after the one or more past times, where the steering stop friction force is an average torque obtained when the steering angle is constant. [2] Vehicle according to claim 1, characterized by in that the controller (300) is configured to determine a deflection value (701) and a steering recovery value (702) based on the relationship between the steering angle and the steering torque of the vehicle at the one or more past times. [3] Vehicle according to claim 2, characterized bythat the controller (300) is configured to determine the deflection value (701) with left or right direction dependency and the steering recovery value according to the deflection value (701). [4] Vehicle according to claim 2, characterized by in that the controller (300) is configured to determine an average deflection value based on the deflection value, to determine an average steering recovery value (702) based on the steering recovery value (702), and to extract the reference information based on the average deflection value and the average steering recovery value (702). [5] Vehicle according to claim 1, characterized byin that the controller (300) is configured to extract an average steering stop friction force based on the steering stop friction force extracted at the one or more past times, and to start a control (300) of the drive unit (400) based on the average steering stop friction force. [6] Vehicle according to claim 1, characterized by in that the controller (300) is configured to extract environmental information (704) based on the deviation between the reference information and the steering angle and the steering torque of the vehicle measured after the one or more past times. [7] Vehicle according to claim 1, characterized byin that the controller (300) is configured to assign a weight to at least one element constituting the reference information and to change at least one weight based on the deviation between the reference information and the steering angle and the steering torque of the vehicle measured at the one or more driving times after the one or more past times. [8] A method for controlling a vehicle, the method comprising: Driving a steering device of a vehicle; Detecting a plurality of detection signals, including a steering angle and a steering torque of the vehicle; Determining whether the vehicle is in a predetermined stable straight-ahead travel based on the plurality of detection signals (1001, 1002); Extracting reference information, including a relationship between the steering angle and the steering torque of the vehicle at one or more past times, and storing the reference information when the vehicle is in the predetermined stable straight-ahead travel (1003, 1004); and Controlling the steering device based on a deviation between the reference information and the steering angle and the steering torque of the vehicle, measured at one or more driving times after the one or more past times (1005) wherein the controlling comprises extracting a steering stop friction force based on the relationship between the steering angle and the steering torque of the vehicle at the one or more past times and starting the controlling of the drive unit (400) based on the steering stop friction force after the one or more past times, where the steering stop friction force is an average torque obtained when the steering angle is constant. [9] Method according to claim 8, characterized by in that the controlling comprises determining a deflection value and a steering recovery value (702) based on the relationship between the steering angle and the steering torque of the vehicle at the one or more past times. [10] Method according to claim 9, characterized by that the controlling comprises determining the deflection value with left or right direction dependence and the steering restoration value (702) corresponding to the deflection value. [11] Method according to claim 9, characterized bythat extracting and storing the reference information comprises determining an average deflection value based on the deflection value, determining an average steering recovery value (702) based on the steering recovery value (702), and extracting the reference information using the average deflection value and the average steering recovery value (702). [12] Method according to claim 11, characterized by in that the controlling comprises extracting an average steering stop friction force based on the steering stop friction force extracted at the one or more past times, and starting the controlling of the drive unit (400) based on the average steering stop friction force. [13] Method according to claim 8, characterized bythat extracting and storing the reference information comprises extracting environmental information (704) based on the deviation between the reference information and the steering angle and steering torque of the vehicle measured after the one or more past times. [14] Method according to claim 8, characterized by that the controlling comprises assigning a weight to at least one element forming the reference information (1013) and changing at least one weight based on the deviation between the reference information and the steering angle and the steering torque of the vehicle measured at the one or more driving times after the one or more past times (1014).

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