Vehicle deviation compensation method, device, terminal and storage medium

Abstract

The present invention discloses a vehicle deviation compensation method, device, terminal and storage medium, belonging to the field of automobile control technology, including a terminal, a steering power control module and an EPS power motor which are electrically connected in sequence, wherein: the terminal is used to obtain current turning angle data and current steering wheel torque data and judge whether the current vehicle is in a process; if so, the wheel speed and tire pressure of the current four wheels and the current vehicle speed are respectively obtained, and the corresponding deviation compensation strategy is executed according to them to obtain the EPS deviation compensation torque and send it to the steering power control module; the steering power control module is used to obtain the corresponding compensation torque sent by the terminal and send the corresponding execution instruction to the EPS power motor; the EPS power motor is used to obtain the corresponding execution instruction sent by the steering power control module and perform the corresponding operation. The present invention solves the deviation problem of vehicles equipped with front wheel wire control system solutions and vehicles equipped with traditional steering systems.

Description

Technical Field

[0001] The invention discloses a vehicle deviation compensation method, a device, a terminal and a storage medium, and belongs to the technical field of automobile control. Background Art

[0002] Existing cars all use a steering system with a mechanical connection between the steering column and the steering gear. When the vehicle has four-wheel alignment parameters that are out of tolerance, low air pressure on one side of the front wheel, a flat tire on one side of the front wheel that requires a temporary use of a non-full-size spare tire, a large road inclination, or is affected by wind measurement for a long time, the wheel will deviate to one side, requiring the driver to hold the steering wheel at all times and provide correction force, which can easily cause driver fatigue. With the relaxation of GB 17675 regulations, major automobile OEMs and steering gear suppliers are currently vigorously researching front-wheel steer-by-wire, and it is expected that complete vehicles equipped with front-wheel steer-by-wire will be available on the market as early as 2025.

[0003] In the front-wheel steer-by-wire solution, the mechanical connection between the steering column and the steering gear is eliminated, and the movement of the steering gear is completely controlled by signals. Because there is no mechanical connection between the steering column and the steering gear, when the vehicle suddenly deviates during driving due to problems such as four-wheel alignment parameters, different air pressures on the left and right wheels (such as a single tire blowout), the steering wheel angle cannot be adjusted to correct the deviation and keep the vehicle driving in a straight line, which will bring safety hazards to the driver and surrounding vehicles.

[0004] The current EPS deviation compensation strategy is mainly based on parameters such as vehicle speed, steering force applied by the driver within a specified time, steering angle, steering angular velocity, yaw rate, etc., to comprehensively judge whether the current vehicle is in a deviation or straight-moving state, and then compensate the steering assist according to the set rules based on signals such as vehicle speed, deviation direction and hand force applied by the driver to keep the vehicle moving straight. This EPS deviation compensation strategy is an indirect judgment because it completely judges whether the vehicle is deviating based on whether the driver corrects the steering within the specified time, which will make the driver feel the deviation problem and the driving experience is not good. In addition, the compensation accuracy and speed of the torque compensation method are not accurate and fast enough. Therefore, in actual application, even if the vehicle has EPS compensation function, the vehicle still has deviation problems. Summary of the invention

[0005] In view of the defects of the prior art, the present invention proposes a vehicle deviation compensation method, device, terminal and storage medium, so as to solve the deviation problem of vehicles equipped with a front-wheel wire-controlled steering system and vehicles equipped with a traditional steering system with a mechanical connection.

[0006] The technical solution of the present invention is as follows:

[0007] According to a first aspect of an embodiment of the present invention, a vehicle deviation compensation system is provided, comprising a terminal, a steering assist control module and an EPS assist motor electrically connected in sequence, wherein:

[0008] The terminal is used to obtain current turning angle data and current steering wheel torque data and determine whether the current vehicle is in a vehicle deviation state;

[0009] If yes, the wheel speed and tire pressure of the four wheels and the current vehicle speed are obtained respectively, and the corresponding deviation compensation strategy is executed according to the obtained deviation compensation torque of the EPS and sent to the power steering control module;

[0010] The steering assist control module is used to obtain the corresponding compensation torque sent by the terminal and send a corresponding execution instruction to the EPS assist motor;

[0011] The EPS power-assisting motor is used to obtain the corresponding execution instruction sent by the power-steering control module and perform the corresponding operation.

[0012] According to a second aspect of an embodiment of the present invention, a vehicle deviation compensation method is provided, which is applied to the vehicle deviation compensation system according to the first aspect, comprising:

[0013] The process of obtaining current turning angle data and current steering wheel torque data and determining whether the current vehicle is in a vehicle deviation state;

[0014] If yes, then obtain the current wheel speeds and tire pressures of the four wheels and the vehicle speed respectively, and execute the corresponding deviation compensation strategy according to them;

[0015] The wheel speeds and tire pressures of the four wheels after compensation are obtained again and it is determined whether they are within the vehicle deviation range. If so, the deviation compensation strategy is continued to be executed until they are no longer within the vehicle deviation range.

[0016] Preferably, the obtaining of current turning angle data and current steering wheel torque data and determining whether the current vehicle is in a vehicle deviation state comprises:

[0017] Acquiring the current steering angle data and current steering wheel torque data;

[0018] Determine whether the absolute value of the current steering angle data is greater than 5 degrees or the steering wheel torque data is less than 0.5 N·m:

[0019] Yes, the vehicle is not in the process, and the next step is executed;

[0020] No, the vehicle is currently in the process of obtaining and judging again.

[0021] Preferably, the executing a corresponding deviation compensation strategy according to the above includes:

[0022] The current wheel speeds of the four wheels respectively determine the current front wheel speed difference and the current rear wheel speed difference:

[0023] Determine the current wheel speed difference by using the current front wheel speed difference and the current rear wheel speed difference;

[0024] The current tire pressures of the four wheels respectively determine the current front wheel pressure difference value and the current rear wheel pressure difference value:

[0025] Determine a current wheel pressure difference value by using the current front wheel pressure difference value and the current rear wheel pressure difference value;

[0026] Determine whether the vehicle is running off the track based on the current front wheel speed difference, the current rear wheel speed difference, the current wheel speed difference, the current front wheel pressure difference, the current rear wheel pressure difference and the current wheel pressure difference and the corresponding thresholds;

[0027] If so, the EPS deviation compensation torque is determined according to the current vehicle speed, the current wheel speed difference and the current wheel pressure difference.

[0028] Preferably, judging whether the vehicle is running off the track according to the current front wheel speed difference, the current rear wheel speed difference, the current wheel speed difference, the current front wheel pressure difference, the current rear wheel pressure difference and the current wheel pressure difference respectively and corresponding thresholds includes:

[0029] When the current front wheel speed difference > 0 ∪ the current rear wheel speed difference > 0 ∪ the current front wheel pressure difference > 0 ∪ the current rear wheel pressure difference > 0:

[0030] If the current wheel pressure difference value > wheel pressure difference threshold or the current wheel speed difference value > wheel speed difference threshold, either condition is met, the vehicle will deviate to the right;

[0031] If the current wheel pressure difference value < wheel pressure difference threshold value ∪ the current wheel speed difference value < wheel speed difference threshold value, the vehicle will not deviate;

[0032] When the current front wheel speed difference < 0 ∪ the current rear wheel speed difference < 0 ∪ the current front wheel pressure difference < 0 ∪ the current rear wheel pressure difference < 0:

[0033] If the current wheel pressure difference value > wheel pressure difference threshold or the current wheel speed difference value > wheel speed difference threshold, either condition is met, the vehicle will deviate to the left;

[0034] When the current wheel pressure difference value < wheel pressure difference threshold value ∪ current wheel speed difference value < wheel speed difference threshold value, the vehicle does not deviate;

[0035] When the current front wheel speed difference > 0 ∪ the current rear wheel speed difference > 0 ∪ the current front wheel pressure difference < 0 ∪ the current rear wheel pressure difference < 0:

[0036] If the current wheel pressure difference value > wheel pressure difference threshold value ∪ current wheel speed difference value > wheel speed difference threshold value or the current wheel pressure difference value < wheel pressure difference threshold value ∪ current wheel speed difference value < wheel speed difference threshold value, the vehicle does not deviate;

[0037] When the current wheel pressure difference value < wheel pressure difference threshold value ∪ current wheel speed difference value > wheel speed difference threshold value, the vehicle deviates to the right;

[0038] When the current wheel pressure difference value>wheel pressure difference threshold value∪current wheel speed difference value<wheel speed difference threshold value, the vehicle deviates to the left.

[0039] Preferably, the method of judging whether the vehicle is running off the track based on the current front wheel speed difference, the current rear wheel speed difference, the current wheel speed difference, the current front wheel pressure difference, the current rear wheel pressure difference and the current wheel pressure difference respectively and corresponding thresholds further includes:

[0040] When the current front wheel speed difference <0 ∪ the current rear wheel speed difference <0 ∪ the current front wheel pressure difference >0 ∪ the current rear wheel pressure difference >0:

[0041] If the current wheel pressure difference value > wheel pressure difference threshold value ∪ current wheel speed difference value > wheel speed difference threshold value or the current wheel pressure difference value < wheel pressure difference threshold value ∪ current wheel speed difference value < wheel speed difference threshold value, the vehicle does not deviate;

[0042] If the current wheel pressure difference value < wheel pressure difference threshold value ∪ current wheel speed difference value > wheel speed difference threshold value, the vehicle deviates to the left;

[0043] When the current wheel pressure difference value>wheel pressure difference threshold value∪current wheel speed difference value<wheel speed difference threshold value, the vehicle deviates to the right.

[0044] Preferably, the determining of the EPS deviation compensation torque according to the current vehicle speed, the current wheel speed difference and the current wheel pressure difference includes:

[0045] The EPS deviation compensation torque is determined according to the current vehicle speed, the current wheel speed difference and the current wheel pressure difference. The EPS deviation compensation torque is determined by formula (1):

[0046] M=(γ×M V ×V C +θ×M p ×P C )×V (1)

[0047] Where: M is the EPS deviation compensation torque, γ is the wheel speed gain coefficient, θ is the tire pressure gain coefficient, M V is the wheel speed related power torque, V C is the current wheel speed difference, M pis the tire pressure related assist torque, P C is the current wheel pressure difference, and V is the current vehicle speed.

[0048] According to a third aspect of an embodiment of the present invention, there is provided a vehicle deviation compensation device, comprising:

[0049] A judgment module, used to obtain current turning angle data and current steering wheel torque data and judge whether the current vehicle is in the process;

[0050] an execution module, for obtaining the wheel speeds and tire pressures of the four wheels and the vehicle speed respectively, and executing a corresponding deviation compensation strategy according to the obtained wheel speeds and tire pressures and the vehicle speed;

[0051] The re-judgment module is used to obtain the wheel speed and tire pressure of the four wheels after compensation again and determine whether they are within the vehicle deviation value range. If so, continue to execute the deviation compensation strategy until they are no longer within the vehicle deviation value range.

[0052] According to a fourth aspect of an embodiment of the present invention, a terminal is provided, including:

[0053] one or more processors;

[0054] a memory for storing the one or more processor-executable instructions;

[0055] Wherein, the one or more processors are configured to:

[0056] Execute the method described in the first aspect of the embodiment of the present invention.

[0057] According to a fifth aspect of an embodiment of the present invention, a non-temporary computer-readable storage medium is provided. When instructions in the storage medium are executed by a processor of a terminal, the terminal is enabled to execute the method described in the first aspect of the embodiment of the present invention.

[0058] According to a sixth aspect of the embodiments of the present invention, an application product is provided. When the application product is running on a terminal, the terminal executes the method described in the first aspect of the embodiments of the present invention.

[0059] The beneficial effects of the present invention are:

[0060] This patent provides a vehicle deviation compensation method, device, terminal and storage medium. By calling signals such as vehicle speed, tire pressure, wheel speed, etc., the vehicle deviation state is confirmed, and then deviation compensation is performed through an angle control method. The problem of inaccurate deviation state judgment can be solved through comprehensive judgment of multiple signals. At the same time, a judgment method for intervention of the deviation compensation function is set to avoid sudden changes in driver feel caused by unexpected intervention of the deviation compensation function. In addition, the original torque control is changed to angle control. Instead of directly performing torque compensation for deviation to control the steering angle, the compensation effect is judged by the angle of the input shaft and the deviation compensation effect is guaranteed to be more accurate through target control of the steering angle.

[0061] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0062] Figure 1 is a structural diagram of a vehicle deviation compensation system according to an exemplary embodiment;

[0063] Figure 2 is a flow chart of a vehicle deviation compensation method according to an exemplary embodiment;

[0064] Figure 3 is a schematic block diagram of the structure of a vehicle deviation compensation device according to an exemplary embodiment;

[0065] Figure 4 The present invention is a schematic block diagram of a terminal structure according to an exemplary embodiment. DETAILED DESCRIPTION

[0066] The technical solution of the present invention will be described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0067] In the description of the present invention, it should be noted that the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside", etc. indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, they cannot be understood as limitations on the present invention.

[0068] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0069] Embodiment 1

[0070] Figure 1 A vehicle deviation compensation system according to an exemplary embodiment includes a terminal 101, a steering assist control module 102 and an EPS assist motor 103 which are electrically connected in sequence, wherein:

[0071] Terminal 101 is used to obtain the current steering angle data and the current steering wheel torque data and determine whether the current vehicle is in the process of vehicle deviation; if so, the wheel speed and tire pressure of the current four wheels and the current vehicle speed are obtained respectively, and the corresponding deviation compensation strategy is executed according to them to obtain the EPS deviation compensation torque and send it to the steering power control module.

[0072] The power steering control module 102 is used to obtain the corresponding compensation torque sent by the terminal and send the corresponding execution instruction to the EPS power steering motor. The EPS power steering motor 103 is used to obtain the corresponding execution instruction sent by the power steering control module and perform the corresponding operation.

[0073] Embodiment 2

[0074] Figure 2 A vehicle deviation compensation method according to an exemplary embodiment is applied to the terminal 101 in the vehicle deviation compensation system described in the first embodiment, including:

[0075] Step 201, obtaining the current turning angle data and the current steering wheel torque data and determining whether the current vehicle is in the process, the specific contents are as follows:

[0076] Execute the vehicle deviation compensation program, first obtain the current steering angle data α and the current steering wheel torque data;

[0077] Determine whether the absolute value of the current steering angle data α is greater than 5 degrees or the steering wheel torque data is less than 0.5 N·m:

[0078] Yes, the vehicle is not in the process, the deviation compensation function is turned on, and the next step is executed;

[0079] No, the vehicle is currently in the process, and the deviation compensation does not intervene. Take and judge.

[0080] Step 202, respectively obtain the current wheel speeds and tire pressures of the four wheels and the vehicle speed, and execute corresponding deviation compensation strategies according to them, the specific contents are as follows:

[0081] The current wheel speeds of the four wheels are determined by formulas (1) and (2) to determine the current front wheel speed difference and the current rear wheel speed difference:

[0082] V F =(V1-V2) (1)

[0083] V R =(V3-V4) (2)

[0084] Where: V F is the current front wheel speed difference, V1 is the current left front wheel speed, V2 is the current right front wheel speed, V3 is the current left rear wheel speed, V4 is the current right rear wheel speed, V R is the current rear wheel speed difference.

[0085] The current front wheel speed difference and the current rear wheel speed difference are used to determine the current wheel speed difference through formula (3):

[0086] V C =|V F +V R | (3)

[0087] Among them, V C is the current wheel speed difference.

[0088] The current tire pressures of the four wheels are determined by formulas (4) and (5) to determine the current front wheel pressure difference and the current rear wheel pressure difference:

[0089] P F =(P1-P2) (4)

[0090] P R =(P3-P4) (5)

[0091] Where: P F is the current front wheel pressure difference, V1 is the current left front tire pressure, V2 is the current right front tire pressure, V3 is the current left rear tire pressure, V4 is the current right rear tire pressure, V R is the current rear wheel pressure difference value.

[0092] The current wheel pressure difference value is determined by the current front wheel pressure difference value and the current rear wheel pressure difference value through formula (6):

[0093] P C =|P F +P R | (6)

[0094] Among them, PC is the current wheel pressure difference value.

[0095] According to the current front wheel speed difference V F , Current rear wheel speed difference V R , Current wheel speed difference V C , Current front wheel pressure difference value P F , Current rear wheel pressure difference value P R and the current wheel pressure difference P C The corresponding thresholds are used to determine whether the vehicle is running off the track. The specific determination is as follows:

[0096] Current front wheel speed difference V F >0∪Current rear wheel speed difference V R >0∪Current front wheel pressure difference value P F >0∪Current rear wheel pressure difference value P R >0:

[0097] Current wheel pressure difference value P C >Wheel pressure difference threshold P limit Or the current wheel speed difference V C >Wheel speed difference threshold V limit If any of the conditions are met, the vehicle will deviate to the right; the wheel pressure difference threshold P limit and wheel speed difference threshold V limit Calibration is performed through actual vehicle adjustment and interpolation is performed to correspond to the vehicle speed.

[0098] Current wheel pressure difference value P C <Wheel pressure difference threshold P limit ∪Current wheel speed difference V C <Wheel speed difference threshold V limit , the vehicle does not deviate;

[0099] Current front wheel speed difference V F <0∪Current rear wheel speed difference V R <0∪Current front wheel pressure difference value P F <0∪Current rear wheel pressure difference value P R <0 hours:

[0100] Current wheel pressure difference value P C >Wheel pressure difference threshold P limit Or the current wheel speed difference V C >Wheel speed difference threshold V limit If any of the conditions are met, the vehicle will deviate to the left;

[0101] Current wheel pressure difference value P C <Wheel pressure difference threshold P limit ∪Current wheel speed difference V C<Wheel speed difference threshold V limit The vehicle does not deviate when

[0102] Current front wheel speed difference V F >0∪Current rear wheel speed difference V R >0∪Current front wheel pressure difference P F <0∪Current rear wheel pressure difference value P R <0 hours:

[0103] Current wheel pressure difference value P C >Wheel pressure difference threshold P limit ∪Current wheel speed difference V C >Wheel speed difference threshold V limit Or the current wheel pressure difference value P C <Wheel pressure difference threshold P limit ∪Current wheel speed difference V C <Wheel speed difference threshold V limit , the vehicle does not deviate;

[0104] Current wheel pressure difference value P C <Wheel pressure difference threshold P limit ∪Current wheel speed difference V C >Wheel speed difference threshold V limit When the vehicle veered to the right;

[0105] Current wheel pressure difference value P C >Wheel pressure difference threshold P limit ∪Current wheel speed difference V C <Wheel speed difference threshold V limit The vehicle veered to the left.

[0106] Current front wheel speed difference V F <0∪Current rear wheel speed difference V R <0∪Current front wheel pressure difference value P F >0∪Current rear wheel pressure difference value P R >0:

[0107] Current wheel pressure difference value P C >Wheel pressure difference threshold P limit ∪Current wheel speed difference V C >Wheel speed difference threshold V limit Or the current wheel pressure difference value P C <Wheel pressure difference threshold P limit ∪Current wheel speed difference V C <Wheel speed difference threshold V limit , the vehicle does not deviate;

[0108] Current wheel pressure difference value P C<Wheel pressure difference threshold P limit ∪Current wheel speed difference V C >Wheel speed difference threshold V limit , the vehicle veered to the left;

[0109] Current wheel pressure difference value P C >Wheel pressure difference threshold P limit ∪Current wheel speed difference V C <Wheel speed difference threshold V limit The vehicle veered to the right.

[0110] The EPS deviation compensation torque is determined according to the current vehicle speed, the current wheel speed difference and the current wheel pressure difference. The EPS deviation compensation torque is determined by formula (7):

[0111] M=(γ×M V ×V C +θ×M p ×P C )×V (7)

[0112] Where: M is the EPS deviation compensation torque, γ is the wheel speed gain coefficient, θ is the tire pressure gain coefficient, M V is the wheel speed related power torque, V C is the current wheel speed difference, M p is the tire pressure related assist torque, P C is the current wheel pressure difference, and V is the current vehicle speed.

[0113] Step 203, obtaining the wheel speeds and tire pressures of the four wheels after compensation again and determining whether they are within the vehicle deviation range. If so, continue to execute the deviation compensation strategy until they are no longer within the vehicle deviation range.

[0114] By calling signals such as vehicle speed, tire pressure, and wheel speed, the vehicle deviation status is confirmed, and then deviation compensation is performed through angle control methods. The problem of inaccurate deviation status judgment can be solved through comprehensive judgment of multiple signals. At the same time, the judgment method for intervention of the deviation compensation function can be set to avoid sudden changes in driver feel caused by unexpected intervention of the deviation compensation function. In addition, the original torque control is changed to angle control. Instead of directly compensating for deviation to control the steering angle, the compensation effect is judged by the angle of the input shaft and the deviation compensation effect is guaranteed to be more accurate through target control of the steering angle.

[0115] For example, when a vehicle has a punctured tire, the tire pressure is reduced. When the tire pressure is low, the rolling radius of the tire becomes smaller. When the driver does not actively operate the steering wheel, because the rolling radius of a certain wheel is low, when the drive shaft drives the wheel to rotate the same number of circles, the wheel with low tire pressure has less travel with the ground. At this time, the vehicle will tend to deviate to the side of the tire with low tire pressure. R >0, and the current vehicle speed meets P C >P limit When the steering angle signal α is monitored, -5°<α<5°, the deviation compensation torque M=0. When the steering angle α>5° and the driver's hand torque is less than 0.5N·m, EPS is based on the current vehicle speed and wheel speed signal value according to M=(γ×M V ×V C +θ×M p ×P C )×V formula, calling γ, θ, M V 、M P The torque compensation is performed according to the set value of the current vehicle speed, and the steering angle signal is monitored in real time for closed-loop control.

[0116] Embodiment 3

[0117] Figure 3 A vehicle deviation compensation device according to an exemplary embodiment includes:

[0118] The judgment module 301 is used to obtain the current turning angle data and the current steering wheel torque data and judge whether the current vehicle is in the process of vehicle deviation;

[0119] An execution module 302 is configured to obtain the current wheel speeds and tire pressures of the four wheels and the vehicle speed respectively, and execute a corresponding deviation compensation strategy according to the current wheel speeds and tire pressures and the vehicle speed respectively;

[0120] The re-judgment module 303 is used to obtain the wheel speed and tire pressure of the four wheels after compensation again and determine whether they are within the vehicle deviation value range. If so, continue to execute the deviation compensation strategy until they are no longer within the vehicle deviation value range.

[0121] Embodiment 4

[0122] Figure 4 400 is a structural block diagram of a terminal provided in an embodiment of the present application, and the terminal may be the terminal in the above embodiment. The terminal 400 may be a vehicle controller or other names.

[0123] Typically, the terminal 400 includes a processor 401 and a memory 402 .

[0124] Processor 401 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. Processor 301 may be implemented in at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). Processor 401 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the awake state, also known as CPU (Central Processing Unit); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, processor 401 may be integrated with a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, processor 401 may also include an AI (Artificial Intelligence) processor, which is used to process computing operations related to machine learning.

[0125] The memory 402 may include one or more computer-readable storage media, which may be tangible and non-transitory. The memory 402 may also include a high-speed random access memory and a non-volatile memory, such as one or more disk storage devices and flash memory storage devices. In some embodiments, the non-transitory computer-readable storage medium in the memory 402 is used to store at least one instruction, which is used to be executed by the processor 401 to implement a vehicle deviation compensation method provided in the present application.

[0126] In some embodiments, the terminal 400 may further optionally include: a peripheral device interface 403, which may be used to connect at least one peripheral device related to I / O (Input / Output) to the processor 401 and the memory 402. In some embodiments, the processor 401, the memory 402, and the peripheral device interface 403 are integrated on the same chip or circuit board; in some other embodiments, any one or two of the processor 401, the memory 402, and the peripheral device interface 403 may be implemented on a separate chip or circuit board, which is not limited in this embodiment.

[0127] The radio frequency circuit 404 is used to receive and transmit RF (Radio Frequency) signals, also known as electromagnetic signals. The radio frequency circuit 404 communicates with the communication network and other communication devices through electromagnetic signals. The radio frequency circuit 404 converts the electrical signal into an electromagnetic signal for transmission, or converts the received electromagnetic signal into an electrical signal. Optionally, the radio frequency circuit 404 includes: an antenna system, an RF transceiver, one or more amplifiers, a tuner, an oscillator, a digital signal processor, a codec chipset, a user identity module card, etc. The radio frequency circuit 404 can communicate with other terminals through at least one wireless communication protocol. The wireless communication protocol includes but is not limited to: the World Wide Web, a metropolitan area network, an intranet, various generations of mobile communication networks (2G, 3G, 4G and 5G), a wireless local area network and / or a WiFi (Wireless Fidelity) network. In some embodiments, the radio frequency circuit 404 may also include circuits related to NFC (Near Field Communication), which is not limited in this application.

[0128] Embodiment 5

[0129] In an exemplary embodiment, a computer-readable storage medium is further provided, on which a computer program is stored. When the program is executed by a processor, a vehicle deviation compensation method provided in all the inventive embodiments of the present application is implemented.

[0130] Any combination of one or more computer-readable media may be used. A computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In this document, a computer-readable storage medium may be any tangible medium containing or storing a program that may be used by or in conjunction with an instruction execution system, device, or device.

[0131] Computer-readable signal media may include a data signal propagated in baseband or as part of a carrier wave, which carries a computer-readable program code. Such propagated data signals may take a variety of forms, including, but not limited to, electromagnetic signals, optical signals, or any suitable combination of the above. Computer-readable signal media may also be any computer-readable medium other than a computer-readable storage medium, which may send, propagate, or transmit a program for use by or in conjunction with an instruction execution system, apparatus, or device.

[0132] Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.

[0133] Computer program code for performing the operations of the present invention may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0134] Embodiment 6

[0135] In an exemplary embodiment, an application product is also provided, including one or more instructions, and the one or more instructions can be executed by the processor 301 of the above-mentioned device to complete the above-mentioned vehicle deviation compensation method.

[0136] Although the embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the specification and the embodiments. It can be fully applied to various fields suitable for the present invention. For those familiar with the art, additional modifications can be easily realized. Therefore, without departing from the general concept defined by the claims and equivalent scope, the present invention is not limited to the specific details and the illustrations shown and described here.

Claims

1. A vehicle deviation compensation method, applied to a vehicle deviation compensation system, wherein the vehicle deviation compensation system comprises a terminal, a steering power control module and an EPS power motor which are electrically connected in sequence, wherein: The terminal is used to obtain current turning angle data and current steering wheel torque data and determine whether the current vehicle is in the process of vehicle deviation; If yes, the wheel speed and tire pressure of the four wheels and the current vehicle speed are obtained respectively, and the corresponding deviation compensation strategy is executed according to the obtained deviation compensation torque of the EPS and sent to the power steering control module; The steering assist control module is used to obtain the corresponding compensation torque sent by the terminal and send a corresponding execution instruction to the EPS assist motor; The EPS power-assisting motor is used to obtain the corresponding execution instruction sent by the power-steering control module and perform the corresponding operation, and is characterized in that the vehicle deviation compensation method includes: Obtain current steering angle data and current steering wheel torque data and determine whether the current vehicle is in the process of vehicle deviation; If yes, then obtain the current wheel speeds and tire pressures of the four wheels and the vehicle speed respectively, and execute the corresponding deviation compensation strategy according to them; Obtaining the wheel speeds and tire pressures of the four wheels after compensation again and determining whether they are within the vehicle deviation range, and if so, continuing to execute the deviation compensation strategy until they are no longer within the vehicle deviation range; The obtaining of current turning angle data and current steering wheel torque data and determining whether the current vehicle is in a state of vehicle deviation comprises: Acquiring the current steering angle data and current steering wheel torque data; Determine whether the absolute value of the current steering angle data is greater than 5 degrees or the steering wheel torque data is less than 0.5 N·m: Yes, the vehicle is not in the normal steering process of the driver, and the next step is executed; No, the vehicle is currently in the normal steering process of the driver, and the acquisition and judgment are repeated; The corresponding deviation compensation strategy is executed according to the above, including: The current front wheel speed difference and the current rear wheel speed difference are determined respectively by the current wheel speeds of the four wheels: Determine the current wheel speed difference by using the current front wheel speed difference and the current rear wheel speed difference; The current front wheel pressure difference value and the current rear wheel pressure difference value are determined respectively by the tire pressures of the current four wheels: Determine a current wheel pressure difference value by using the current front wheel pressure difference value and the current rear wheel pressure difference value; Determine whether the vehicle is running off the track based on the current front wheel speed difference, the current rear wheel speed difference, the current wheel speed difference, the current front wheel pressure difference, the current rear wheel pressure difference and the current wheel pressure difference and the corresponding thresholds; If so, the EPS deviation compensation torque is determined according to the current vehicle speed, the current wheel speed difference and the current wheel pressure difference.

2. The vehicle deviation compensation method according to claim 1, characterized in that: The determining whether there is a vehicle deviation condition according to the current front wheel speed difference, the current rear wheel speed difference, the current wheel speed difference, the current front wheel pressure difference, the current rear wheel pressure difference and the current wheel pressure difference respectively and corresponding thresholds includes: When the current front wheel speed difference > 0 ∪ the current rear wheel speed difference > 0 ∪ the current front wheel pressure difference > 0 ∪ the current rear wheel pressure difference > 0: If the current wheel pressure difference value > wheel pressure difference threshold or the current wheel speed difference value > wheel speed difference threshold, either condition is met, the vehicle will deviate to the right; If the current wheel pressure difference value < wheel pressure difference threshold value ∪ the current wheel speed difference value < wheel speed difference threshold value, the vehicle will not deviate; When the current front wheel speed difference < 0 ∪ the current rear wheel speed difference < 0 ∪ the current front wheel pressure difference < 0 ∪ the current rear wheel pressure difference < 0: If the current wheel pressure difference value > wheel pressure difference threshold or the current wheel speed difference value > wheel speed difference threshold, either condition is met, the vehicle will deviate to the left; When the current wheel pressure difference value < wheel pressure difference threshold value ∪ current wheel speed difference value < wheel speed difference threshold value, the vehicle does not deviate; When the current front wheel speed difference > 0 ∪ the current rear wheel speed difference > 0 ∪ the current front wheel speed difference < 0 ∪ the current rear wheel pressure difference < 0: If the current wheel pressure difference value > wheel pressure difference threshold value ∪ current wheel speed difference value > wheel speed difference threshold value or the current wheel pressure difference value < wheel pressure difference threshold value ∪ current wheel speed difference value < wheel speed difference threshold value, the vehicle does not deviate; When the current wheel pressure difference value < wheel pressure difference threshold value ∪ current wheel speed difference value > wheel speed difference threshold value, the vehicle deviates to the right; When the current wheel pressure difference value>wheel pressure difference threshold value∪current wheel speed difference value<wheel speed difference threshold value, the vehicle deviates to the left.

3. The vehicle deviation compensation method according to claim 2, characterized in that: The method of judging whether the vehicle is in a deviation condition according to the current front wheel speed difference, the current rear wheel speed difference, the current wheel speed difference, the current front wheel pressure difference, the current rear wheel pressure difference and the current wheel pressure difference respectively and the corresponding thresholds also includes: When the current front wheel speed difference <0 ∪ the current rear wheel speed difference <0 ∪ the current front wheel pressure difference >0 ∪ the current rear wheel pressure difference >0: If the current wheel pressure difference value > wheel pressure difference threshold value ∪ current wheel speed difference value > wheel speed difference threshold value or the current wheel pressure difference value < wheel pressure difference threshold value ∪ current wheel speed difference value < wheel speed difference threshold value, the vehicle does not deviate; If the current wheel pressure difference value < wheel pressure difference threshold value ∪ current wheel speed difference value > wheel speed difference threshold value, the vehicle deviates to the left; When the current wheel pressure difference value>wheel pressure difference threshold value∪current wheel speed difference value<wheel speed difference threshold value, the vehicle deviates to the right.

4. The vehicle deviation compensation method according to claim 3, characterized in that: The determining of the EPS deviation compensation torque according to the current vehicle speed, the current wheel speed difference and the current wheel pressure difference includes: The EPS deviation compensation torque is determined according to the current vehicle speed, the current wheel speed difference and the current wheel pressure difference. The EPS deviation compensation torque is determined by formula (1): M=(γ×M v ×V C +θ×M p ×P C )×V (1) Where: M is the EPS deviation compensation torque, γ is the wheel speed gain coefficient, θ is the tire pressure gain coefficient, M v is the wheel speed related power torque, V C is the current wheel speed difference, M p is the tire pressure related assist torque, P C is the current wheel pressure difference, and V is the current vehicle speed.

5. A vehicle deviation compensation device, characterized in that: include: A judgment module, used to obtain current turning angle data and current steering wheel torque data and judge whether the current vehicle is in the process of vehicle deviation; an execution module, for obtaining the wheel speeds and tire pressures of the four wheels and the vehicle speed respectively, and executing a corresponding deviation compensation strategy according to the obtained wheel speeds and tire pressures and the vehicle speed; A re-judgment module is used to obtain the wheel speed and tire pressure of the four wheels after compensation again and determine whether they are within the vehicle deviation value range. If so, continue to execute the deviation compensation strategy until they are no longer within the vehicle deviation value range; The obtaining of current turning angle data and current steering wheel torque data and determining whether the current vehicle is in a state of vehicle deviation comprises: Acquiring the current steering angle data and current steering wheel torque data; Determine whether the absolute value of the current steering angle data is greater than 5 degrees or the steering wheel torque data is less than 0.5 N•m: Yes, the vehicle is not in the normal steering process of the driver, and the next step is executed; No, the vehicle is currently in the normal steering process of the driver, and the acquisition and judgment are repeated; The corresponding deviation compensation strategy is executed according to the above, including: The current front wheel speed difference and the current rear wheel speed difference are determined respectively by the current wheel speeds of the four wheels: Determine the current wheel speed difference by using the current front wheel speed difference and the current rear wheel speed difference; The current front wheel pressure difference value and the current rear wheel pressure difference value are determined respectively by the tire pressures of the current four wheels: Determine a current wheel pressure difference value by using the current front wheel pressure difference value and the current rear wheel pressure difference value; Determine whether the vehicle is running off the track based on the current front wheel speed difference, the current rear wheel speed difference, the current wheel speed difference, the current front wheel pressure difference, the current rear wheel pressure difference and the current wheel pressure difference and the corresponding thresholds; If so, the EPS deviation compensation torque is determined according to the current vehicle speed, the current wheel speed difference and the current wheel pressure difference.

6. A terminal, characterized in that: include: one or more processors; a memory for storing the one or more processor-executable instructions; Wherein, the one or more processors are configured to: Execute the vehicle deviation compensation method as described in any one of claims 1 to 4.

7. A non-transitory computer-readable storage medium, characterized in that: When the instructions in the storage medium are executed by a processor of the terminal, the terminal is enabled to execute the vehicle deviation compensation method as described in any one of claims 1 to 4.

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