Vehicle deviation compensation control method, device, equipment and storage medium

Abstract

The application discloses a vehicle deviation correction compensation control method and device, equipment and storage medium, and belongs to the technical field of vehicle management. The method comprises the following steps: acquiring deviation reference information of a vehicle; acquiring a first steering torque difference of the vehicle under the condition that the deviation reference information meets a deviation correction condition, wherein the first steering torque difference is a difference between a kingpin rotation torque corresponding to a first side steering wheel of the vehicle and a kingpin rotation torque corresponding to a second side steering wheel of the vehicle; determining a first compensation torque of the vehicle according to the first steering torque difference; and controlling a steering wheel of the vehicle based on the first compensation torque, so that the vehicle keeps straight driving. In the method, the first steering torque difference is caused by any factor leading to vehicle deviation, therefore, the first compensation torque determined by the first steering torque difference considers more comprehensive factors, so that the first compensation torque is more accurate, and the effect of deviation correction compensation control is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle management technology, and in particular to a method, device, equipment and storage medium for corrective compensation control of a vehicle. Background Technology

[0002] With the development of vehicle management technology, users' driving requirements are trending towards intelligence. For example, during vehicle operation, factors such as tire wear, tire pressure, suspension, and crosswinds can cause the vehicle to veer off course while driving straight. Therefore, a method is urgently needed to correct and compensate for this deviation, ensuring the vehicle maintains a straight line.

[0003] In related technologies, when a vehicle veers to one side, a veergence compensation torque is determined based on the current vehicle speed, the current wheel speed difference, and the current wheel pressure difference, in order to compensate for the vehicle's veergence.

[0004] However, in addition to wheel speed difference and current wheel pressure difference, factors affecting vehicle deviation may also include tire wear, suspension and external crosswinds. Therefore, the deviation compensation torque determined in related technologies is not accurate enough, resulting in poor effect of vehicle deviation correction and compensation control based on deviation compensation torque. Summary of the Invention

[0005] This application provides a method, apparatus, device, and storage medium for corrective compensation control of a vehicle, which can perform corrective compensation control to keep the vehicle traveling in a straight line. The technical solution is as follows:

[0006] On the one hand, a method for corrective compensation control of a vehicle is provided, the method comprising:

[0007] Obtain vehicle correction reference information, which includes at least one of driving path information and steering wheel torque;

[0008] When the correction reference information meets the correction conditions, the first steering torque difference of the vehicle is obtained. The first steering torque difference is the difference between the kingpin torque corresponding to the first steering wheel of the vehicle and the kingpin torque corresponding to the second steering wheel of the vehicle.

[0009] A first compensation torque of the vehicle is determined based on the first steering torque difference, and the steering wheel of the vehicle is controlled based on the first compensation torque to keep the vehicle traveling in a straight line.

[0010] On the other hand, a vehicle steering compensation control device is provided, the device comprising:

[0011] The first acquisition module is used to acquire vehicle correction reference information, which includes at least one of driving path information and steering wheel torque.

[0012] The second acquisition module is used to acquire the first steering torque difference of the vehicle when the correction reference information meets the correction conditions. The first steering torque difference is the difference between the kingpin torque corresponding to the first steering wheel of the vehicle and the kingpin torque corresponding to the second steering wheel of the vehicle.

[0013] The control module is used to determine a first compensation torque of the vehicle based on the first steering torque difference, and control the steering wheel of the vehicle based on the first compensation torque so that the vehicle keeps traveling in a straight line.

[0014] On the other hand, a computer device is provided, the computer device including a processor and a memory, the memory storing at least one computer program, the at least one computer program being loaded and executed by the processor to enable the computer device to implement the vehicle correction compensation control method described above.

[0015] On the other hand, a computer-readable storage medium is also provided, wherein at least one computer program is stored in the computer-readable storage medium, the at least one computer program being loaded and executed by a processor to enable a computer to implement the correction compensation control method for any of the above-described vehicles.

[0016] On the other hand, a computer program product or computer program is also provided, the computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, causing the computer device to perform any of the above-described vehicle correction compensation control methods.

[0017] The technical solution provided in this application has at least the following beneficial effects:

[0018] The technical solution provided in this application determines the compensation torque for controlling the vehicle's steering wheel based on the difference in kingpin torque between the first and second steering wheels. Since vehicle deviation can be caused by various factors, including uneven tire pressure, uneven tire wear, inflexible or overly tight steering ball joints, inaccurate wheel alignment, frame deformation, uneven weight distribution, unbalanced suspension support, unbalanced braking system, or crosswinds, a difference in kingpin torque exists between the two steering wheels, leading to vehicle deviation. Therefore, the compensation torque determined by the difference in kingpin torque between the two steering wheels is more accurate, thus improving the effectiveness of the correction and compensation control. Furthermore, before acquiring the first steering torque difference, correction reference information such as driving path information and steering wheel torque is acquired, and it is determined that the correction reference information meets the correction conditions. This ensures that if the correction reference information does not meet the correction conditions, no correction compensation control is performed, avoiding interference with scenarios where the correction conditions are not met, such as driver intervention. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of an implementation environment provided in an embodiment of this application;

[0021] Figure 2 This is a flowchart of a vehicle correction compensation control method provided in an embodiment of this application;

[0022] Figure 3 This is a schematic diagram of mode switching for a vehicle's correction compensation control according to an embodiment of this application;

[0023] Figure 4 This is a schematic diagram of information transmission during the vehicle's correction and compensation control process, provided in an embodiment of this application.

[0024] Figure 5 This is a schematic diagram of a vehicle correction compensation control method provided in an embodiment of this application;

[0025] Figure 6 This is a schematic diagram of the structure of a vehicle correction compensation control device provided in an embodiment of this application;

[0026] Figure 7This is a schematic diagram of the structure of a server provided in an embodiment of this application;

[0027] Figure 8 This is a schematic diagram of the structure of a terminal provided in an embodiment of this application. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0029] It should be noted that the terms "first," "second," etc. (if applicable) used in the specification of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. The implementations described in the following exemplary embodiments do not represent all implementations consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application.

[0030] This application provides a method for corrective compensation control of a vehicle. Please refer to [link / reference]. Figure 1 The diagram illustrates an implementation environment for the method provided in this embodiment. This implementation environment may include a terminal 11 and a vehicle 12, with the terminal 11 and vehicle 12 establishing a communication connection via a wired or wireless network.

[0031] Terminal 11 is located on vehicle 12. Terminal 11 can acquire the correction reference information of vehicle 12 and activate the correction compensation function of vehicle 12 when the correction reference information meets the correction conditions. Furthermore, terminal 11 can also acquire the first steering torque difference of vehicle 12, determine the compensation torque of vehicle 12 based on the first steering torque difference, and then control the steering wheel of vehicle 12 based on the compensation torque to keep vehicle 12 traveling in a straight line. The first steering torque difference is the difference between the kingpin torque corresponding to the first steering wheel of the vehicle and the kingpin torque corresponding to the second steering wheel of the vehicle. Optionally, terminal 11 can be an in-vehicle terminal capable of executing the method provided in the embodiments of this application. For example, terminal 11 is an EPS (Electronic Power Steering) module on vehicle 12.

[0032] In one possible implementation, the environment further includes a server 13, which communicates with both the terminal 11 and the vehicle 12 via wired or wireless connections. Optionally, the terminal 11 sends the acquired first steering torque difference to the server 13. The server 13 determines the compensation torque of the vehicle 12 based on the first steering torque difference and sends this compensation torque to the terminal 11. The terminal 11 then controls the steering wheel of the vehicle 12 based on the compensation torque sent by the server 13, so that the vehicle 12 maintains straight-line travel. In this embodiment, the server 13 can be a single vehicle server, a server cluster consisting of multiple vehicle servers, or a cloud computing service center.

[0033] Those skilled in the art should understand that the above-described terminal 11 and server 13 are merely examples. Other existing or future terminals or vehicles that are applicable to this application should also be included within the scope of protection of this application, and are hereby incorporated by reference.

[0034] See Figure 2 , Figure 2 This application provides a flowchart of a vehicle correction compensation control method, which can be applied to... Figure 1 The implementation environment shown is, for example, by Figure 1 The terminal 11 shown executes this method. For example... Figure 2 As shown, the vehicle's correction compensation control method includes, but is not limited to, the following steps 201-203.

[0035] Step 201: Obtain vehicle correction reference information, which includes at least one of the driving path information and steering wheel torque.

[0036] In this embodiment, the vehicle may veer off course during operation. In such cases, the need for correction can be determined using the vehicle's correction reference information. Vehicle veer refers to a situation where a vehicle traveling straight on a flat road veers to one side, causing the line connecting the centers of the front and rear axles to deviate from the center line of its travel trajectory. Causes of vehicle veer include, but are not limited to, crosswinds, potholes on the road surface, or tire pressure discrepancies.

[0037] Optionally, the vehicle in this application embodiment can be any vehicle equipped with an EPS module. The vehicle type includes, but is not limited to, sedans, engineering vehicles, or trucks, and the vehicle's drive method includes, but is not limited to, front-wheel drive, rear-wheel drive, or four-wheel drive. In other words, a vehicle equipped with an EPS system can use the method provided in this application embodiment to control the vehicle and keep it traveling in a straight line if the vehicle veers off course.

[0038] Before acquiring the vehicle's correction reference information, the vehicle's correction compensation control can be controlled via software or hardware operation, i.e., turned on or off. For example, upon receiving a software operation instructing the vehicle to perform correction compensation control, the correction compensation control is activated, thereby triggering the acquisition of the vehicle's correction reference information; conversely, upon receiving a software operation instructing the vehicle to stop correction compensation control, the vehicle's correction compensation control is deactivated.

[0039] Software operations include, but are not limited to, double-clicking the steering correction compensation control on the vehicle's IHU (Infotainment Head Unit) display screen; or sliding a preset shape on the display screen; or clicking the steering correction compensation soft switch on the display screen. Hardware operations include, but are not limited to, pressing the vehicle's steering correction compensation button; or pressing the corresponding steering correction compensation button on the vehicle's key; or turning the vehicle's steering correction compensation function on or off via voice commands.

[0040] In one possible implementation, after receiving a software or hardware operation to activate the correction compensation control, it can first be determined whether the vehicle meets the activation conditions for the correction compensation control. If the vehicle meets the conditions, the correction compensation control is activated. The activation conditions can be flexibly set according to the application scenario, ensuring that activating the correction compensation control does not affect the vehicle's driving. For example, the activation conditions for the correction compensation control could be that the EPS (Electrical EPS) has no hardware damage, or that the program in the EPS runs without errors.

[0041] In this embodiment, the software or hardware operation signal controlling whether to perform deviation compensation control on the vehicle can be sent to the vehicle's EPS via the CGW (Central Gateway). Upon receiving the operation signal, the vehicle's EPS determines whether the vehicle meets the conditions for activating deviation compensation control. If the vehicle meets the conditions, the EPS sends a first feedback message to the IHU via the CGW and changes the EPS status to "deviation compensation enabled." This first feedback message controls the IHU's display screen to show that deviation compensation control was successfully activated. If the vehicle does not meet the conditions for activating deviation compensation control, the EPS sends a second feedback message to the IHU via the CGW. This second feedback message controls the IHU's display screen to show that deviation compensation control activation failed.

[0042] In one possible implementation, vehicle correction reference information can be acquired through vehicle sensors. These sensors can be specifically designed for acquiring this information or can utilize the existing sensor functionality for doing so. The correction reference information indicates whether the vehicle is currently veering off course, i.e., whether correction compensation is needed. Since determining whether a vehicle is veering off course is based on at least two factors: whether the vehicle's travel path is straight and whether the driver has intervened, the correction reference information can include travel path information and the steering wheel torque.

[0043] The driving path information includes at least one of the following: vehicle lateral acceleration, vehicle speed, turn signal usage, and steering wheel angle. The vehicle's lateral acceleration is acquired via the yaw angle sensor; the vehicle speed is acquired via the ESP (Electronic Stability Program) sensor; the turn signal usage is acquired via the turn signal sensor; and the steering wheel angle is acquired via the SAM (Steering Angle Module) sensor. The acquired driving path information is transmitted to the vehicle's CGW (Central Controller Gateway) via the corresponding sensor, and then transmitted to the EPS (Electronic Stability Program) via the CGW. The EPS then analyzes the collected driving path information.

[0044] The steering torque of a vehicle refers to the steering torque exerted by the driver's hands on the steering wheel. The magnitude of this steering torque depends on factors such as the driver's force and the radius of the steering wheel. For example, if the driver exerts 100 N (Newtons) of force with each hand on the steering wheel, and the radius of the steering wheel is 0.25 m (meters), then the driver's force is 100 N * 2 = 200 N. Therefore, the steering torque = driver's force * steering wheel radius = 50 N·m. The steering torque of a vehicle reflects the driver's driving intentions.

[0045] Step 202: If the correction reference information meets the correction conditions, obtain the first steering torque difference of the vehicle. The first steering torque difference is the difference between the kingpin torque corresponding to the first steering wheel of the vehicle and the kingpin torque corresponding to the second steering wheel of the vehicle.

[0046] In this configuration, the first and second steering wheels each correspond to one of the two steering wheels on either side of the vehicle. For example, if the vehicle's steering wheels include a left front wheel and a right front wheel, then the first steering wheel corresponds to the left front wheel, and the second steering wheel corresponds to the right front wheel; or, the first steering wheel corresponds to the right front wheel, and the second steering wheel corresponds to the left front wheel. As another example, if the vehicle's steering wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, then the first steering wheel corresponds to the left front wheel and the left rear wheel, and the second steering wheel corresponds to the right front wheel and the right rear wheel; or, the first steering wheel is the right front wheel and the right rear wheel, and the second steering wheel is the left front wheel and the left rear wheel. The kingpin of the vehicle is the center of rotation when the steering wheels are turning.

[0047] In this embodiment, the first steering torque difference is caused by at least one of the following factors: uneven tire pressure on both sides of the vehicle, uneven tire wear on both sides, inflexible or overly tight steering ball joint, inaccurate wheel alignment, frame deformation, uneven weight distribution, unbalanced suspension support force, unbalanced braking system, or external crosswinds. In other words, at least one of these factors can cause a first steering torque difference, which in turn can cause the vehicle to veer to one side.

[0048] After obtaining the vehicle's correction reference information in step 201, it can be determined whether the vehicle is in a veering state based on the correction reference information, and then whether to activate the vehicle's correction compensation control based on whether the vehicle is in a veering state. Activating the vehicle's correction compensation control means obtaining the vehicle's first steering torque difference, determining the vehicle's compensation torque based on the first steering torque difference, and controlling the vehicle's steering wheel based on the compensation torque to keep the vehicle traveling in a straight line.

[0049] For example, if the correction reference information meets the correction conditions, it is determined that the vehicle is in a deviation state, and the vehicle's correction compensation control is activated. At this time, the vehicle's correction compensation control is in active mode. If the correction reference information does not meet the correction conditions, it is determined that the vehicle is not in a deviation state, that is, the vehicle's correction compensation control is not activated. At this time, the vehicle's correction compensation control is in active mode.

[0050] See Figure 3The diagram shows the mode switching of the vehicle's steering correction compensation control. The vehicle's steering correction compensation control modes include an on mode, an active mode, and an off mode. The on or off mode can be controlled by the vehicle's IHU (Integrated Vehicle Controller), and the control method can be found in the relevant description of step 201, which will not be repeated here. When the vehicle's steering correction compensation control is on, if the vehicle is in a veering state, the steering correction compensation control is activated, thereby enabling steering correction compensation for the vehicle. After completing the steering correction compensation, the vehicle's steering correction compensation control returns to the on mode, awaiting activation.

[0051] In one possible implementation, the correction reference information includes driving path information, and the correction condition includes the driving path information instructing the vehicle not to turn or change lanes; or, the correction reference information includes driving path information and steering wheel torque, and the correction condition includes the driving path information instructing the vehicle not to turn or change lanes and the steering wheel torque being less than a torque threshold.

[0052] The torque threshold can be set based on experience or flexibly adjusted according to the application scenario. For example, the torque threshold is 0.5 N·m. A steering wheel torque less than the torque threshold indicates that the driver is not actively manipulating the steering wheel, meaning the driver has no intention to turn or change lanes, and the driving path should remain unchanged. A steering wheel torque not less than the torque threshold indicates that the driver is actively manipulating the steering wheel, meaning the driver has an intention to turn or change lanes, and the driving path can be altered by turning or changing lanes. In other words, this embodiment of the application performs correction compensation control on the vehicle in scenarios where the vehicle's driving path does not include turning or changing lanes and the driver does not actively intervene in the driving path, to avoid the correction compensation control interfering with the vehicle's driving path or the driver's intentions.

[0053] When the vehicle's path information includes the steering wheel angle, indicating that the vehicle should not turn or change lanes means the steering wheel angle is less than a threshold angle, which can be flexibly set according to the application scenario (e.g., 5 degrees). When the vehicle's path information includes the turn signal usage status, indicating that the vehicle should not turn or change lanes means the turn signals are not activated. When the vehicle's path information includes lateral acceleration and speed, indicating that the vehicle should not turn or change lanes means the yaw rate is less than a yaw rate threshold. The yaw rate is calculated as lateral acceleration / speed, and this threshold can be flexibly set according to the application scenario. The yaw rate indicates the speed at which the vehicle rotates around its vertical axis, i.e., the degree to which the vehicle deviates from its standard driving direction during travel.

[0054] In this embodiment, when the correction reference information meets the correction conditions, indicating that the vehicle's correction compensation control is activated, it is necessary to obtain the vehicle's first steering torque difference. Optionally, the first steering torque difference can be obtained through the vehicle's kingpin sensor, and the first steering torque difference is used to calculate the vehicle's compensation torque. The first steering torque difference can indicate the degree of vehicle deviation. This embodiment does not limit the method by which the first steering torque difference is obtained through the kingpin sensor; for example, it can be calculated using information such as the force applied to the kingpin and the kingpin radius.

[0055] Step 203: Determine the first compensation torque of the vehicle based on the first steering torque difference, and control the steering wheel of the vehicle based on the first compensation torque to keep the vehicle traveling in a straight line.

[0056] After obtaining the first steering torque difference, the vehicle's first compensation torque is calculated based on the first steering torque difference. The vehicle's EPS applies force to the steering wheel using this first compensation torque, thereby controlling the rotation of the steering wheel and enabling the vehicle to maintain straight-line travel. This application does not limit the method for calculating the vehicle's first compensation torque based on the first steering torque difference. For example, the first compensation torque can be calculated directly using the first steering torque difference, or it can be calculated using the first steering torque difference and historical compensation torques.

[0057] In one possible implementation, obtaining the vehicle's compensation torque based on a first steering torque difference includes: calculating the vehicle's first compensation torque based on the first steering torque difference when the first steering torque difference is less than or equal to a torque threshold; and determining the vehicle's compensation torque threshold as the vehicle's first compensation torque when the first steering torque difference is greater than the torque threshold. This application does not limit the torque threshold; for example, it can be 30 N·m. The torque threshold given in this application can be determined through specific experiments or calibration processes during production.

[0058] For example, the torque threshold indicates the maximum adjustment capability of the vehicle's EPS. That is, when the first steering torque difference exceeds the torque threshold, the vehicle's EPS cannot adjust the vehicle's state to maintain straight-line driving. In this case, the vehicle's EPS uses the compensation torque threshold as the vehicle's first compensation torque, where the compensation torque threshold is the maximum compensation torque that the vehicle's EPS can apply. Optionally, when the first steering torque difference is greater than the torque threshold, the vehicle's EPS can send a reminder message to the vehicle's IHU via the CGW. This reminder message is used by the vehicle's IHU to alert the driver, prompting the driver to manually intervene in the vehicle to maintain straight-line driving.

[0059] This application does not limit the method by which the vehicle's IHU (Inverter Unit) alerts the driver. For example, it could involve playing a reminder message via voice, displaying the reminder message on the vehicle's screen, or indicating the reminder message via an indicator light. Regardless of the method used to alert the driver and prompt them to intervene in vehicle control, the effect of alerting the driver is achieved. The purpose of the reminder steps in this application is to prompt the driver to take action, preventing the vehicle's steering correction control function from providing insufficient compensation torque to keep the vehicle traveling in a straight line, thereby improving driver safety.

[0060] If the first steering torque difference is less than or equal to the torque threshold, the EPS can calculate the vehicle's first compensation torque using the following formula: M = (T1 - T2) * V * β. Where M is the vehicle's first compensation torque, T1 is the kingpin torque corresponding to the first steering wheel, T2 is the kingpin torque corresponding to the second steering wheel, (T1 - T2) is the first steering torque difference, V is the vehicle speed, and β is the conversion coefficient between the first steering torque difference and the first compensation torque. This application does not limit the method of determining the conversion coefficient; for example, it can be measured during vehicle design and manufacturing, or determined through data modeling based on data collected multiple times.

[0061] In one possible implementation, the first compensation torque calculated based on the embodiments of this application may not be accurately adjusted during the EPS's adjustment of the vehicle's steering wheel. Reasons for this inaccuracy may include tire wear or changes in the friction coefficient of the steering wheel's rotational structure. Consequently, the experimentally measured coefficient may deviate from the data required in specific applications. Therefore, based on each correction and compensation control process of the vehicle, a compensation torque diagram can be plotted to obtain the vehicle's first compensation torque.

[0062] When plotting a compensation torque diagram, the first compensation torque of the vehicle is calculated based on the first steering torque difference, including: calculating the initial compensation torque of the vehicle based on the first steering torque difference; fitting a compensation torque diagram based on the initial compensation torque and at least one historical compensation torque, wherein the at least one historical compensation torque is the compensation torque used by the vehicle to complete at least one correction compensation based on the first compensation torque, and the compensation torque diagram indicates the changing trend of the first compensation torque corresponding to the first steering torque difference at different times; and determining the first compensation torque based on the compensation torque diagram. The time point for obtaining the historical compensation torque is different from the time point for this calculation, and the factors that affect the vehicle's correction compensation control process, such as the tire wear degree corresponding to the historical compensation torque, are different from the factors corresponding to the compensation torque calculated in this case.

[0063] Optionally, the process of fitting the compensation torque diagram may include obtaining initial and historical compensation torque data. This data can be obtained through experiments or simulations, or from the vehicle's historical records. Preprocessing of the initial and historical compensation torques, such as removing outliers, filling missing values, and standardizing the data, can improve the accuracy and reliability of the fitting. A suitable fitting method is selected based on the characteristics and needs of the initial and historical compensation torque data. For example, linear regression, multinomial regression, or support vector regression. Using the selected fitting method, the initial and historical compensation torque data are fitted into a model. This model can be a function, a curve, a plane, etc. Evaluation metrics are used to verify the accuracy and reliability of the fitted model. Multiple fittings are performed to optimize the model's performance, and the compensation torque diagram is determined based on the fitted model. The compensation torque diagram can be a curve, scatter plot, 3D plot, etc., used to represent the relationship between compensation torque and time. The compensation torque corresponding to the current time is determined based on this compensation torque diagram, and this compensation torque is used as the final compensation torque.

[0064] In one possible implementation, controlling the vehicle's steering wheel based on the first compensation torque determined in this correction and compensation control process may result in over-control. For example, it may be calculated that the steering wheel needs to be rotated 3 degrees clockwise, but the vehicle still does not maintain a straight line after adjustment. Therefore, the operation needs to be repeated multiple times until the vehicle maintains a straight line. In this case, after controlling the vehicle's steering wheel based on the compensation torque, the process further includes: acquiring at least three driving point information of the vehicle; stopping the correction and compensation control of the vehicle when the at least three driving point information indicates that the vehicle is maintaining a straight line; acquiring the vehicle's second steering torque difference when the at least three driving point information indicates that the vehicle is not maintaining a straight line, determining the vehicle's second compensation torque based on the second steering torque difference, and controlling the vehicle's steering wheel based on the second compensation torque to keep the vehicle maintaining a straight line.

[0065] The process involves obtaining at least three driving point information points to determine whether the vehicle is maintaining a straight line. For example, if three driving point information points A, B, and C exist, and the corresponding positions of these three points can be connected to form a straight line, then the vehicle is considered to be driving in a straight line; if they cannot be connected to form a straight line, then the vehicle is considered to be veering off course. This application does not limit the method of obtaining the at least three driving point information points; for example, it can obtain the driving point information through GPS (Global Positioning System) or through the BeiDou Navigation Satellite System. Determining the vehicle's driving status through different methods allows for cross-verification between different methods, thereby improving the accuracy of the determination.

[0066] See Figure 4 The diagram illustrates information transmission during the vehicle's steering correction compensation control process. The IHU (Integrated Driver Controller) can send the vehicle's steering correction compensation control activation or deactivation signal to the EPS (Electronic Steering Power Supply) via the CGW (Control Gate Wiring). The EPS can send first or second feedback information to the IHU via the CGW. The transmission process is described in step 201. The yaw angle sensor can send the vehicle's lateral acceleration to the EPS via the CGW. The SAM (Steering Axis Adjustment Sensor) can send the steering wheel angle to the EPS via the CGW. The turn signal sensor can send the turn signal usage status to the EPS via the CGW. The transmission process is described in step 201. The EPS can acquire the steering wheel torque; this acquisition process is described in step 201. The kingpin sensor can send the vehicle's first steering torque difference to the EPS via the CGW. The ESP (Electronic Steering Power Supply) can send the vehicle speed to the EPS via the CGW. The yaw angle sensor can send the vehicle's driving status information to the EPS via the CGW. The transmission process is described in step 202. The EPS can control the vehicle's steering wheel based on the compensation torque; this process is described in step 203 and will not be repeated here.

[0067] For ease of understanding, Figure 5 Taking the deviation correction and compensation control process shown as an example, the method provided in the embodiments of this application will be illustrated. Figure 5 As shown, the vehicle's correction compensation control process includes the following steps 1-9. The implementation method of step 1 can be found in the relevant description of step 201 above; the implementation methods of steps 2 and 3 can be found in the relevant description of step 202 above; and the implementation methods of steps 4-9 can be found in the relevant description of step 203 above. These details will not be repeated here.

[0068] In summary, the vehicle steering correction compensation control method provided in this application determines the compensation torque of the steering wheel based on the difference in kingpin torque between the first and second steering wheels. Since vehicle deviation is caused by any of the following factors—uneven tire pressure, uneven tire wear, inflexible or overly tight steering ball joints, inaccurate wheel alignment, frame deformation, uneven weight distribution, unbalanced suspension support, unbalanced braking system, or crosswinds—a difference in kingpin torque exists between the two steering wheels, leading to vehicle deviation. Therefore, the compensation torque determined by the difference in kingpin torque between the two steering wheels is more accurate, thus improving the effectiveness of the steering correction compensation control. In addition, before obtaining the first steering torque difference of the vehicle, the driving path information and steering wheel hand torque and other correction reference information are obtained, and it is determined that the correction reference information meets the correction conditions. This ensures that the vehicle will not be corrected or compensated if the correction reference information does not meet the correction conditions, thus avoiding interference with scenarios where the correction conditions are not met, such as driver intervention.

[0069] See Figure 6 This application provides a vehicle steering correction compensation control device, which includes:

[0070] The first acquisition module 601 is used to acquire vehicle correction reference information, which includes at least one of driving path information and steering wheel torque.

[0071] The second acquisition module 602 is used to acquire the first steering torque difference of the vehicle when the correction reference information meets the correction conditions. The first steering torque difference is the difference between the kingpin rotation torque corresponding to the first steering wheel of the vehicle and the kingpin rotation torque corresponding to the second steering wheel of the vehicle.

[0072] The control module 603 is used to determine the first compensation torque of the vehicle based on the first steering torque difference, and control the steering wheel of the vehicle based on the first compensation torque so that the vehicle keeps traveling in a straight line.

[0073] In one possible implementation, the control module 603 is used to calculate the first compensation torque of the vehicle based on the first steering torque difference when the first steering torque difference is less than or equal to a torque threshold.

[0074] If the first steering torque difference is greater than the torque threshold, the vehicle's compensation torque threshold is determined as the vehicle's first compensation torque.

[0075] In one possible implementation, the control module 603 is configured to calculate the initial compensation torque of the vehicle based on the first steering torque difference; fit a compensation torque diagram based on the initial compensation torque and at least one historical compensation torque, wherein the at least one historical compensation torque is the compensation torque used by the vehicle to complete at least one correction compensation based on the first compensation torque, and the compensation torque diagram indicates the changing trend of the first compensation torque corresponding to the first steering torque difference at different times; and determine the first compensation torque based on the compensation torque diagram.

[0076] In one possible implementation, the control module 603 is used to calculate the vehicle's first compensation torque by executing the following formula: M = (T1 - T2) * V * β. Where M is the vehicle's first compensation torque, T1 is the kingpin torque corresponding to the vehicle's first side steering wheel, T2 is the kingpin torque corresponding to the vehicle's second side steering wheel, (T1 - T2) is the first steering torque difference, V is the vehicle speed, and β is the conversion coefficient between the first steering torque difference and the first compensation torque.

[0077] In one possible implementation, the correction reference information includes driving path information and steering wheel torque, and the correction conditions include driving path information indicating that the vehicle should not turn or change lanes and steering wheel torque being less than a torque threshold.

[0078] In one possible implementation, the first acquisition module 601 is used to acquire the vehicle's correction reference information based on the received software operation. The software operation indicates that the vehicle should be controlled for correction compensation. The software operation is a double-click operation of the correction compensation function control on the vehicle's display screen, a sliding operation of a preset shape on the display screen, or a click operation of the soft switch of the correction compensation function on the display screen.

[0079] In one possible implementation, the device further includes: a third acquisition module for acquiring at least three driving point information of the vehicle; a stop module for stopping the correction compensation control of the vehicle when the at least three driving point information indicates that the vehicle is maintaining straight-line driving; a second acquisition module 602 for acquiring a second steering torque difference of the vehicle when the at least three driving point information indicates that the vehicle is not maintaining straight-line driving; and a control module 603 for determining a second compensation torque of the vehicle based on the second steering torque difference, and controlling the steering wheel of the vehicle based on the second compensation torque to keep the vehicle maintaining straight-line driving.

[0080] In summary, the vehicle steering correction and compensation control device provided in this application determines the compensation torque for controlling the vehicle's steering wheel based on the difference in kingpin torque between the first and second steering wheels. Since vehicle deviation is caused by any of the following factors—uneven tire pressure, uneven tire wear, inflexible or overly tight steering ball joints, inaccurate wheel alignment, frame deformation, uneven weight distribution, unbalanced suspension support, unbalanced braking system, or external crosswinds—a difference in kingpin torque exists between the two steering wheels, leading to vehicle deviation. Therefore, the compensation torque determined by the difference in kingpin torque between the two steering wheels is more accurate, thus improving the effectiveness of the steering correction and compensation control. In addition, before obtaining the first steering torque difference of the vehicle, the driving path information and the steering wheel hand torque are obtained, and it is determined that the first steering torque difference meets the correction condition. This ensures that if the first steering torque difference does not meet the correction condition, the vehicle will not be subject to correction compensation control, thus avoiding interference with scenarios where the correction condition is not met, such as driver intervention.

[0081] It should be noted that the apparatus provided in the above embodiments is only illustrated by the division of the above functional modules. In actual operation, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the apparatus and method embodiments provided in the above embodiments belong to the same concept, and their specific implementation process can be found in the method embodiments, which will not be repeated here.

[0082] Figure 7 This is a schematic diagram of a server structure provided in an embodiment of this application. The server can vary significantly due to differences in configuration or performance. It may include one or more processors 1101 and one or more memories 1102. The one or more memories 1102 store at least one computer program, which is loaded and executed by the one or more processors 1101 to enable the server to implement the vehicle correction compensation control method provided in the above-described method embodiments. Of course, the server may also have wired or wireless network interfaces, a keyboard, and input / output interfaces for input and output. The server may also include other components for implementing device functions, which will not be elaborated here.

[0083] Figure 8 This is a schematic diagram of the structure of a terminal provided in an embodiment of this application. The terminal may be, for example, an in-vehicle terminal, a smartphone, a tablet computer, a media player, a laptop computer, or a desktop computer. The terminal may also be referred to as user equipment, a portable terminal, a laptop terminal, a desktop terminal, or other names.

[0084] Typically, a terminal includes a processor 1501 and a memory 1502.

[0085] Processor 1501 may include one or more processing cores, such as a quad-core processor, an octa-core processor, etc. Processor 1501 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). Processor 1501 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 1501 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content required to be displayed on the screen. In some embodiments, processor 1501 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0086] The memory 1502 may include one or more computer-readable storage media, which may be non-transitory. The memory 1502 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory 1502 is used to store at least one instruction, which is executed by the processor 1501 to cause the terminal to implement the vehicle correction compensation control method provided in the method embodiments of this application.

[0087] In some embodiments, the terminal may also optionally include: a peripheral device interface 1503 and at least one peripheral device. The processor 1501, memory 1502, and peripheral device interface 1503 can be connected via a bus or signal line. Each peripheral device can be connected to the peripheral device interface 1503 via a bus, signal line, or circuit board. Specifically, the peripheral device includes at least one of: a radio frequency circuit 1504, a display screen 1505, a camera assembly 1506, an audio circuit 1507, and a power supply 1508.

[0088] Peripheral interface 1503 can be used to connect at least one I / O (Input / Output) related peripheral device to processor 1501 and memory 1502. In some embodiments, processor 1501, memory 1502 and peripheral interface 1503 are integrated on the same chip or circuit board; in some other embodiments, any one or two of processor 1501, memory 1502 and peripheral interface 1503 can be implemented on separate chips or circuit boards, which is not limited in this embodiment.

[0089] The radio frequency (RF) circuit 1504 is used to receive and transmit RF (Radio Frequency) signals, also known as electromagnetic signals. The RF circuit 1504 communicates with communication networks and other communication devices via electromagnetic signals. The RF circuit 1504 converts electrical signals into electromagnetic signals for transmission, or converts received electromagnetic signals back into electrical signals. Optionally, the RF circuit 1504 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 RF circuit 1504 can communicate with other terminals through at least one wireless communication protocol. This wireless communication protocol includes, but is not limited to: metropolitan area networks (MANs), various generations of mobile communication networks (2G, 3G, 4G, and 5G), wireless local area networks (WLANs), and / or WiFi (Wireless Fidelity) networks. In some embodiments, the RF circuit 1504 may also include circuitry related to NFC (Near Field Communication), which is not limited in this application.

[0090] Display screen 1505 is used to display a UI (User Interface). This UI may include graphics, text, icons, videos, and any combination thereof. When display screen 1505 is a touch display screen, it also has the ability to collect touch signals on or above its surface. These touch signals can be input as control signals to processor 1501 for processing. In this case, display screen 1505 can also be used to provide virtual buttons and / or a virtual keyboard, also known as soft buttons and / or a soft keyboard. In some embodiments, display screen 1505 can be a single screen, located on the front panel of the terminal; in other embodiments, display screen 1505 can be at least two screens, respectively located on different surfaces of the terminal or in a folded design; in other embodiments, display screen 1505 can be a flexible display screen, located on a curved or folded surface of the terminal. Furthermore, display screen 1505 can be configured as a non-rectangular, irregular shape, i.e., a non-rectangular screen. Display screen 1505 can be made of materials such as LCD (Liquid Crystal Display) or OLED (Organic Light-Emitting Diode).

[0091] The camera assembly 1506 is used to acquire images or videos. Optionally, the camera assembly 1506 includes a front-facing camera and a rear-facing camera. Typically, the front-facing camera is located on the front panel of the terminal, and the rear-facing camera is located on the back of the terminal. In some embodiments, there are at least two rear-facing cameras, which are any one of a main camera, a depth-sensing camera, a wide-angle camera, and a telephoto camera, to achieve background blurring by fusion of the main camera and the depth-sensing camera, panoramic shooting by fusion of the main camera and the wide-angle camera, VR (Virtual Reality) shooting, or other fusion shooting functions. In some embodiments, the camera assembly 1506 may also include a flash. The flash can be a single-color temperature flash or a dual-color temperature flash. A dual-color temperature flash refers to a combination of a warm-light flash and a cool-light flash, which can be used for light compensation at different color temperatures.

[0092] The audio circuit 1507 may include a microphone and a speaker. The microphone is used to collect sound waves from the user and the environment, converting the sound waves into electrical signals that are input to the processor 1501 for processing, or input to the radio frequency circuit 1504 for voice communication. For stereo sound acquisition or noise reduction purposes, multiple microphones may be used, each positioned at a different location on the terminal. The microphone may also be an array microphone or an omnidirectional microphone. The speaker is used to convert electrical signals from the processor 1501 or the radio frequency circuit 1504 into sound waves. The speaker may be a conventional diaphragm speaker or a piezoelectric ceramic speaker. When the speaker is a piezoelectric ceramic speaker, it can convert electrical signals not only into audible sound waves but also into inaudible sound waves for purposes such as distance measurement. In some embodiments, the audio circuit 1507 may also include a headphone jack.

[0093] Power supply 1508 is used to power the various components in the terminal. Power supply 1508 can be AC ​​power, DC power, a disposable battery, or a rechargeable battery. When power supply 1508 includes a rechargeable battery, the rechargeable battery can support wired or wireless charging. The rechargeable battery can also be used to support fast charging technology.

[0094] In some embodiments, the terminal further includes one or more sensors 1509. The one or more sensors 1509 include, but are not limited to: an acceleration sensor 1510, a gyroscope sensor 1511, a pressure sensor 1512, an optical sensor 1513, and a proximity sensor 1514.

[0095] Accelerometer 1510 can detect the magnitude of acceleration along the three coordinate axes of a coordinate system established by the terminal. For example, accelerometer 1510 can be used to detect the components of gravitational acceleration along the three coordinate axes. Processor 1501 can control display screen 1505 to display the user interface in either a landscape or portrait view based on the gravitational acceleration signal acquired by accelerometer 1510. Accelerometer 1510 can also be used for games or for acquiring user motion data.

[0096] The gyroscope sensor 1511 can detect the terminal's orientation and rotation angle. The gyroscope sensor 1511 can work in conjunction with the accelerometer sensor 1510 to collect the user's 3D movements on the terminal. Based on the data collected by the gyroscope sensor 1511, the processor 1501 can perform the following functions: motion sensing (e.g., changing the UI based on the user's tilt), image stabilization during shooting, game control, and inertial navigation.

[0097] The pressure sensor 1512 can be disposed on the side bezel of the terminal and / or the lower layer of the display screen 1505. When the pressure sensor 1512 is disposed on the side bezel of the terminal, it can detect the user's grip signal on the terminal, and the processor 1501 can perform left / right hand recognition or quick operation based on the grip signal collected by the pressure sensor 1512. When the pressure sensor 1512 is disposed on the lower layer of the display screen 1505, the processor 1501 can control the operable controls on the UI interface based on the user's pressure operation on the display screen 1505. The operable controls include at least one of button controls, scroll bar controls, icon controls, and menu controls.

[0098] Optical sensor 1513 is used to collect ambient light intensity. In one embodiment, processor 1501 can control the display brightness of display screen 1505 based on the ambient light intensity collected by optical sensor 1513. Specifically, when the ambient light intensity is high, the display brightness of display screen 1505 is increased; when the ambient light intensity is low, the display brightness of display screen 1505 is decreased. In another embodiment, processor 1501 can also dynamically adjust the shooting parameters of camera assembly 1506 based on the ambient light intensity collected by optical sensor 1513.

[0099] The proximity sensor 1514, also known as a distance sensor, is typically installed on the front panel of the terminal. The proximity sensor 1514 is used to detect the distance between the user and the front of the terminal. In one embodiment, when the proximity sensor 1514 detects that the distance between the user and the front of the terminal is gradually decreasing, the processor 1501 controls the display screen 1505 to switch from a screen-on state to a screen-off state; when the proximity sensor 1514 detects that the distance between the user and the front of the terminal is gradually increasing, the processor 1501 controls the display screen 1505 to switch from a screen-off state to a screen-on state.

[0100] Those skilled in the art will understand that Figure 8 The structure shown does not constitute a limitation on the terminal and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0101] In an exemplary embodiment, a computer device is also provided, comprising a processor and a memory storing at least one computer program. The at least one computer program is loaded and executed by one or more processors to enable the computer device to implement the aforementioned vehicle correction compensation control method.

[0102] In an exemplary embodiment, a computer-readable storage medium is also provided, which stores at least one computer program, which is loaded and executed by a processor of a computer device to enable the computer to implement the above-described vehicle correction compensation control method.

[0103] In one possible implementation, the aforementioned computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a compact disc read-only memory (CD-ROM), magnetic tape, floppy disk, and optical data storage device, etc.

[0104] In an exemplary embodiment, a computer program product or computer program is also provided, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform any of the above-described vehicle correction compensation control methods.

[0105] It should be noted that all information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, stored data, displayed data, etc.), and signals involved in this application have been authorized by the user or fully authorized by all parties, and the collection, use, and processing of related data must comply with the relevant laws, regulations, and standards of the relevant countries and regions. For example, the vehicle-related information involved in this application was obtained with full authorization.

[0106] It should be understood that "multiple" as used in this article refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0107] The above description is merely an exemplary embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the principles of this application should be included within the protection scope of this application.

Claims

1. A deviation correction compensation control method of a vehicle, characterized by, The method includes: Obtain vehicle correction reference information, which includes at least one of driving path information and steering wheel torque; When the correction reference information meets the correction conditions, the first steering torque difference of the vehicle is obtained as the difference between the kingpin torque corresponding to the first steering wheel of the vehicle and the kingpin torque corresponding to the second steering wheel of the vehicle. The vehicle's steering wheel is controlled based on a first compensation torque to keep the vehicle traveling in a straight line. When the first steering torque difference is less than or equal to a torque threshold, the first compensation torque is calculated based on the first steering torque difference. When the first steering torque difference is greater than the torque threshold, the first compensation torque is the vehicle's compensation torque threshold. If at least three driving point information indicates that the vehicle is maintaining straight-line driving, the vehicle correction compensation control is stopped; if at least three driving point information indicates that the vehicle is not maintaining straight-line driving, a second steering torque difference is obtained, and the steering wheel is controlled according to the second compensation torque corresponding to the second steering torque difference to make the vehicle maintain straight-line driving.

2. The method of claim 1, wherein, The step of calculating the first compensation torque of the vehicle based on the first steering torque difference includes: The initial compensation torque of the vehicle is calculated based on the first steering torque difference; A compensation torque diagram is fitted based on the initial compensation torque and at least one historical compensation torque, wherein the at least one historical compensation torque is the compensation torque used by the vehicle to complete at least one correction compensation based on the first compensation torque, and the compensation torque diagram indicates the changing trend of the first compensation torque corresponding to the first steering torque difference at different times. The first compensation torque is determined based on the compensation torque diagram.

3. The method according to claim 1, characterized in that, The step of calculating the first compensation torque of the vehicle based on the first steering torque difference includes: The first compensation torque of the vehicle is calculated by performing the following formula: M=(T1-T2) V b Wherein, M is the first compensation torque of the vehicle, T1 is the kingpin rotation torque corresponding to the first side steering wheel of the vehicle, T2 is the kingpin rotation torque corresponding to the second side steering wheel of the vehicle, (T1-T2) is the first steering torque difference, V is the vehicle speed, and β is the conversion coefficient between the first steering torque difference and the first compensation torque.

4. The method according to claim 1, characterized in that, The correction reference information includes the driving path information and the steering wheel torque, and the correction conditions include the driving path information indicating that the vehicle should not turn or change lanes and the steering wheel torque being less than a torque threshold.

5. The method according to claim 1, characterized in that, The acquisition of vehicle correction reference information includes: Based on the received software operation, the vehicle's correction reference information is obtained. The software operation instructs the vehicle to perform correction compensation control. The software operation is a double-click operation of the correction compensation function control on the vehicle's display screen, a sliding operation of a preset shape on the display screen, or a click operation of the soft switch of the correction compensation function on the display screen.

6. A vehicle steering correction compensation control device, characterized in that, The device includes: The first acquisition module is used to acquire vehicle correction reference information, which includes at least one of driving path information and steering wheel torque. The second acquisition module is used to acquire, when the correction reference information meets the correction conditions, the first steering torque difference of the vehicle as the difference between the kingpin torque corresponding to the first side steering wheel of the vehicle and the kingpin torque corresponding to the second side steering wheel of the vehicle. The control module is used to control the steering wheel of the vehicle based on a first compensation torque to keep the vehicle traveling in a straight line. When the first steering torque difference is less than or equal to a torque threshold, the first compensation torque is calculated based on the first steering torque difference; when the first steering torque difference is greater than the torque threshold, the first compensation torque is the compensation torque threshold of the vehicle; when at least three driving point information indicates that the vehicle is maintaining straight-line travel, the module stops corrective compensation control of the vehicle; when at least three driving point information indicates that the vehicle is not maintaining straight-line travel, the module obtains a second steering torque difference and controls the steering wheel based on the second compensation torque corresponding to the second steering torque difference to keep the vehicle traveling in a straight line.

7. A computer device, characterized in that, The computer device includes a processor and a memory, the memory storing at least one computer program, the at least one computer program being loaded and executed by the processor to enable the computer device to implement the vehicle correction compensation control method as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores at least one computer program, which is loaded and executed by a processor to enable the computer to implement the vehicle correction compensation control method as described in any one of claims 1 to 5.

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