A vehicle travel control method, a travel control device, an apparatus, and a storage medium

Abstract

The application provides a vehicle driving control method, a driving control device, equipment and a storage medium, and relates to the technical field of vehicle control. The method comprises the following steps: when it is confirmed that the vehicle needs to be compensated for a turning angle, a current free travel turning angle and a stored previous free travel turning angle are obtained; and a turning angle compensation amount of the vehicle is calculated; based on the turning angle compensation amount, current driving state information and current driving environment information, a trained turning angle compensation correction model is used to obtain a turning angle correction compensation amount; and vehicle driving control is performed through a preset control algorithm according to the turning angle correction compensation amount, an actual turning angle and an expected turning angle. The application calculates the turning angle compensation amount through the current free travel turning angle and the previous free travel turning angle, thereby meeting the needs of different vehicles. Through the turning angle compensation correction model, the driving state information and the driving environment information are used to obtain the turning angle correction compensation amount, thereby improving the comprehensiveness and accuracy of the turning angle compensation correction and improving the accuracy of the vehicle lateral control.

Description

Technical Field

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

[0002] With the rapid development of autonomous driving technology, especially in the field of advanced driver assistance systems (ADAS), lane keeping assist is increasingly prevalent in heavy commercial vehicles. In heavy commercial vehicles, lane keeping assist primarily relies on cameras, lane keeping systems, and steering systems. Cameras are used to sense lane lines, capturing their position and other information in real time, and then transmitting this information to the lane keeping system. Based on this information, the lane keeping system calculates the deviation between the vehicle's center and the lane centerline, and then uses this deviation to calculate the desired steering wheel angle. The steering system then controls the steering wheel rotation according to the desired angle and sends the current steering wheel angle value to the lane keeping system in real time, ensuring the vehicle stays accurately within the lane and guarantees driving safety.

[0003] However, heavy commercial vehicles have relatively large steering system free travel and significant steering clearance. To maintain a small lateral deviation, lane-keeping systems often undergo repeated adjustments. Due to these adjustments and the steering clearance, steering wheel rotation may not immediately translate into wheel steering. This lag between steering wheel rotation and wheel steering means the vehicle may need some time to respond to the lane-keeping system's adjustment commands. During this time, the vehicle may continue along its original trajectory, increasing the deviation between the actual trajectory and the target trajectory—that is, increasing lateral deviation. This larger lateral deviation significantly reduces lateral control precision, thus decreasing vehicle safety and reliability.

[0004] Currently, existing technologies primarily use a gain scaling factor for lateral vehicle control. However, obtaining this gain scaling factor is complex, and because it is a fixed value, it is difficult to adjust in real time according to the actual operating conditions of the vehicle. Therefore, existing technologies struggle to meet the precision requirements for lateral control during vehicle operation, which not only affects vehicle performance but also reduces vehicle safety and reliability. Summary of the Invention

[0005] This application provides a vehicle driving control method, driving control device, equipment, and storage medium to solve the problem of low lateral control accuracy during vehicle driving.

[0006] In a first aspect, this application provides a vehicle driving control method, including:

[0007] The vehicle's steering system is monitored to determine whether the vehicle needs angle compensation, and when it is determined that the vehicle needs angle compensation, the current free travel angle of the vehicle's steering system and the previously stored free travel angle are obtained.

[0008] The steering angle compensation amount of the vehicle is calculated based on the current free travel angle and the previous free travel angle.

[0009] Based on the vehicle's steering angle compensation amount, the vehicle's current driving status information, and the current driving environment information, a trained steering angle compensation correction model is used to obtain a steering angle correction compensation amount that conforms to the current driving status information and the current driving environment information.

[0010] The actual and desired steering angles of the vehicle's steering system are obtained, and the vehicle's driving control is performed based on the steering angle correction compensation, the actual steering angle, and the desired steering angle using a preset control algorithm.

[0011] In one possible design, calculating the vehicle's steering angle compensation based on the current free travel angle and the previous free travel angle includes:

[0012] If the absolute value of the current free travel angle is greater than the absolute value of the previous free travel angle, then the angle compensation amount of the vehicle is calculated and obtained based on the current free travel angle.

[0013] or,

[0014] If the absolute value of the current free travel angle is less than or equal to the absolute value of the previous free travel angle, then the angle compensation amount of the vehicle is calculated based on the previous free travel angle.

[0015] In one possible design, calculating the steering angle compensation of the vehicle based on the current free travel angle includes:

[0016] If the desired turning angle corresponds to a right turn, then the following formula is used:

[0017]

[0018] Calculate and obtain the right turn angle compensation θ of the vehicle. cr Among them, w r Let θ be the updated historical free-route array for the vehicle's right turn. r This is an array of weighting coefficients for the vehicle's right turn;

[0019] or,

[0020] If the desired turning angle corresponds to a left turn, then the following formula is used:

[0021]

[0022] Calculate and obtain the left turn angle compensation θ of the vehicle. cl Among them, w l θ is the updated historical free-trip array for the vehicle's left turn. l This is an array of weighting coefficients for the vehicle's left turn.

[0023] In one possible design, the method further includes:

[0024] According to the preset steering judgment rules, the turning direction corresponding to the desired turning angle is obtained, and the historical free travel array matching the turning direction and the weight coefficient array corresponding to the historical free travel array are obtained from the vehicle database.

[0025] According to the preset data addition rules, the current free travel corner is added to the historical free travel array to obtain the updated historical free travel array; wherein, the number of elements in the updated historical free travel array is the same as the number of elements in the weight coefficient array.

[0026] In one possible design, calculating the vehicle's steering angle compensation based on the previous free travel angle includes:

[0027] According to the preset steering judgment rules, obtain the rotation direction corresponding to the desired rotation angle;

[0028] If the desired turning angle corresponds to a right turn, then the following formula is used:

[0029] θ cr =θ old ×[1 0] T

[0030] Calculate and obtain the right turn angle compensation θ of the vehicle. cr , where θ old This is the turn of the previous independent trip;

[0031] or,

[0032] If the desired turning angle corresponds to a left turn, then the following formula is used:

[0033] θ cl =θ old ×[0 1] T

[0034] Calculate and obtain the right turn angle compensation θ of the vehicle.cl , where θ old This is the turn of the previous independent trip.

[0035] In one possible design, monitoring the vehicle's steering system to determine whether the vehicle requires angle compensation includes:

[0036] The vehicle's steering system is monitored to obtain the vehicle's actual steering angle and current lateral offset, and the desired steering angle of the vehicle is calculated based on the actual steering angle and current lateral offset.

[0037] Based on the actual turning angle and the expected turning angle, it is determined whether the steering wheel angle of the vehicle's steering system has changed left or right, so as to confirm whether the vehicle needs to perform turning angle compensation.

[0038] When it is confirmed that the vehicle needs angle compensation, obtaining the current free travel angle of the vehicle's steering system and the previously stored free travel angle includes:

[0039] When it is determined, based on the actual turning angle and the expected turning angle, that the steering wheel angle of the vehicle's steering system has changed from left to right, the current free travel angle of the vehicle's steering system and the previously stored free travel angle are obtained.

[0040] In one possible design, the method further includes:

[0041] Based on the actual turning angle of the vehicle, the steering wheel of the vehicle's steering system rotates according to the desired turning angle. When it is determined that the steering wheel angle of the vehicle's steering system has not changed left or right, the turning angle correction compensation amount of the vehicle is set to 0.

[0042] The actual turning angle and the desired turning angle of the vehicle are obtained, and the vehicle is controlled to drive by a preset control algorithm based on the turning angle correction compensation amount, the actual turning angle and the desired turning angle.

[0043] In one possible design, the step of obtaining a steering angle correction amount that conforms to the current driving state information and current driving environment information, based on the vehicle's steering angle compensation amount, the vehicle's current driving state information, and the current driving environment information, using a trained steering angle compensation correction model, includes:

[0044] The vehicle's current driving status information and current driving environment information are obtained; wherein, the driving status information includes the vehicle's speed, weight, and tire pressure; and the current driving environment information includes the road curvature and slope of the current driving road.

[0045] The vehicle speed, vehicle weight, tire pressure, road curvature and road slope, as well as the vehicle's steering angle compensation, are input into a trained feedforward neural network correction model for analysis and processing to obtain the corrected steering angle compensation.

[0046] In one possible design, obtaining the current free travel angle of the vehicle's steering system includes:

[0047] When the vehicle's steering system begins to steer at the desired angle, the steering wheel angle at this time is recorded as the initial free travel angle.

[0048] When the vehicle steering system steers according to the desired angle and the lateral offset of the vehicle changes, the steering wheel angle at this time is recorded as the free travel termination angle.

[0049] The difference between the free travel termination angle and the free travel initial angle is used to obtain the current free travel angle of the vehicle steering system.

[0050] In one possible design, obtaining the stored previous free travel angle includes:

[0051] The calculated right turn angle compensation and left turn angle compensation are stored, and the previous free travel angle is updated.

[0052] Secondly, this application provides a driving control device, comprising:

[0053] The vehicle steering monitoring module is used to monitor the vehicle's steering system to determine whether the vehicle needs to perform angle compensation. When it is determined that the vehicle needs to perform angle compensation, the module obtains the current free travel angle of the vehicle's steering system and the previously stored free travel angle.

[0054] The corner compensation calculation module is used to calculate and obtain the corner compensation amount of the vehicle based on the current free travel corner angle and the previous free travel corner angle;

[0055] The cornering compensation correction module is used to obtain a cornering correction compensation amount that conforms to the current driving state information and the current driving environment information based on the cornering compensation amount of the vehicle, the current driving state information of the vehicle, and the current driving environment information, using a trained cornering compensation correction model.

[0056] The vehicle driving control module is used to obtain the actual steering angle and the desired steering angle of the vehicle's steering system, and to control the vehicle's driving based on the steering angle correction compensation amount, the actual steering angle and the desired steering angle, through a preset control algorithm.

[0057] Thirdly, this application provides an electronic device, including: a processor, and a memory communicatively connected to the processor;

[0058] The memory stores computer-executed instructions;

[0059] The processor executes computer execution instructions stored in the memory to implement the vehicle driving control method.

[0060] Fourthly, this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement a vehicle driving control method.

[0061] This application provides a vehicle driving control method, driving control device, equipment, and storage medium. This method, through real-time monitoring of the vehicle's steering system, can accurately determine whether the vehicle needs angle compensation. This avoids unnecessary angle compensation, thereby improving the efficiency of the vehicle system. The method calculates the vehicle's angle compensation amount based on the current free travel angle and the previous free travel angle. It considers the individual differences in the vehicle assembly due to manufacturing variations, wear and tear, etc., to provide a personalized driving experience and meet the needs of different vehicles. By comprehensively utilizing the vehicle's current driving state information and current driving environment information, as well as a trained angle compensation correction model, it obtains an angle correction compensation amount that conforms to the current driving state and driving environment information, improving the comprehensiveness and accuracy of angle compensation, and enhancing the accuracy of lateral control of the vehicle, thereby improving vehicle safety and reliability. By obtaining the actual and desired steering angles of the vehicle's steering system, and based on the angle correction compensation amount, the actual angle, and the desired angle, a preset control algorithm enables precise driving control of the vehicle. Attached Figure Description

[0062] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0063] Figure 1 This is a schematic flowchart of a vehicle driving control method provided in an embodiment of this application;

[0064] Figure 2 A schematic flowchart illustrating a method for calculating and obtaining the steering angle compensation of a vehicle according to an embodiment of this application;

[0065] Figure 3This is a flowchart illustrating a method for obtaining an updated historical free-route array according to one embodiment of this application.

[0066] Figure 4 A schematic flowchart illustrating a method for determining whether a vehicle needs corner compensation, provided as an embodiment of this application;

[0067] Figure 5 A schematic flowchart of a driving control method when the steering wheel angle does not change left or right, according to an embodiment of this application;

[0068] Figure 6 A schematic diagram of the control algorithm flow of the electric mechanism of a steer-by-wire system provided in one embodiment of this application;

[0069] Figure 7 A schematic flowchart of a method for obtaining a steering angle correction compensation amount that conforms to current driving state information and current driving environment information, provided in one embodiment of this application;

[0070] Figure 8 A schematic diagram of a steering wheel angle compensation correction model based on a feedback neural network provided in one embodiment of this application;

[0071] Figure 9 A schematic flowchart illustrating a method for obtaining the current free travel angle of a vehicle's steering system according to an embodiment of this application;

[0072] Figure 10 This is a schematic flowchart of an automatic steering wheel angle compensation method provided in one embodiment of this application;

[0073] Figure 11 This is a schematic diagram of the electronic architecture of a car model provided in one embodiment of this application;

[0074] Figure 12 This is a schematic diagram of the structure of a driving control device provided in an embodiment of this application;

[0075] Figure 13 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0076] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without inventive effort are within the scope of protection of this invention.

[0077] First, the relevant concepts or terms involved in this application will be explained:

[0078] Free travel: In the automotive industry, free travel refers to the angle at which the steering wheel can turn freely while the front wheels remain stationary.

[0079] In existing technologies, steering angle compensation is typically based on fixed preset parameters. While this method can provide some compensation for steering angle in certain situations, it does not fully consider the individual differences in steering angle compensation between vehicles. The performance and characteristics of each vehicle's steering system may vary due to manufacturing differences, wear and tear, and other factors. These differences can affect the effectiveness of steering angle compensation. Furthermore, current steering angle compensation methods lack flexibility in adapting to real-time driving scenarios and do not comprehensively utilize driving status information, which may affect the comprehensiveness and accuracy of the compensation effect. For example, when a vehicle is in a complex driving environment (such as mountain roads or congested city streets), fixed preset parameters may not provide the most suitable steering angle compensation, thus affecting driving smoothness and comfort.

[0080] Based on the aforementioned problems and needs, the inventive concept of this application lies in how to compensate and correct the vehicle's steering angle based on the vehicle's current free travel, thereby solving the problem of low lateral control precision during vehicle operation. Specifically, by monitoring the vehicle's free travel in real time and considering individual vehicle differences, the steering angle compensation is adjusted to better match the actual situation of the vehicle, thus improving the consistency and satisfaction of the driving experience. The steering angle compensation calculation comprehensively considers multi-dimensional vehicle state information, such as vehicle speed, vehicle weight, tire pressure, road curvature, and road slope, and utilizes a deep learning network to fully leverage this information, improving the comprehensiveness and accuracy of the steering angle compensation. Furthermore, the steering angle compensation model is continuously optimized to adapt to changes in various driving scenarios, improving the robustness and stability of the overall system, and ultimately enhancing driving safety, comfort, and driver satisfaction.

[0081] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0082] Figure 1 This is a schematic flowchart of a vehicle driving control method provided in an embodiment of this application. Figure 1 As shown, the method includes steps S11-S14:

[0083] S11, monitor the vehicle's steering system to determine whether the vehicle needs angle compensation, and when it is determined that the vehicle needs angle compensation, obtain the current free travel angle of the vehicle's steering system and the previously stored free travel angle.

[0084] In this embodiment, the vehicle's steering system is monitored to promptly detect and confirm whether angle compensation is needed. Specifically, monitoring the vehicle's steering system can be achieved through data collected by sensors. These sensors can perceive information such as the vehicle's steering wheel angle and current lateral offset in real time. Real-time monitoring of the vehicle's status allows for more proactive responses to various lateral offset situations. This enables timely correction of potential errors in the steering system, preventing driving instability or deviation from the road due to lateral offset. By monitoring the steering system, the vehicle's current status can be perceived and timely responses can be made, improving vehicle handling, stability, and the overall driving experience. Furthermore, accurate reference data is provided for subsequent angle compensation, ensuring the vehicle maintains good lateral stability during driving.

[0085] S12, calculate and obtain the vehicle's angle compensation amount based on the current free travel angle and the previous free travel angle.

[0086] In this embodiment, the calculation of the steering angle compensation requires two key parameters: the current free travel angle and the previous free travel angle. The free travel angle refers to the range of angles the steering wheel can freely rotate when the vehicle is free from external interference. The current free travel angle represents the range of steering wheel rotation in the current state, while the previous free travel angle records the previous state. Prolonged use and vibration can cause nuts to loosen, increasing the vehicle's free travel; furthermore, wear on vehicle components after extended operation can increase clearances, also increasing free travel. Therefore, the steering angle compensation is no longer based solely on the previous free travel, but rather considers both the current and previous free travel angles to obtain the vehicle's steering angle compensation, enabling dynamic adjustment of the steering angle compensation. Since the performance and characteristics of each vehicle's steering system may differ due to manufacturing variations, wear and tear, calculating the steering angle compensation based on the current and previous free travel angles takes into account individual differences between vehicles, providing a personalized driving experience and meeting the needs of different vehicles.

[0087] S13. Based on the vehicle's steering angle compensation amount, the vehicle's current driving status information, and the current driving environment information, a trained steering angle compensation correction model is used to obtain the steering angle correction compensation amount that conforms to the current driving status information and the current driving environment information.

[0088] In this embodiment, the steering angle compensation amount is judged and corrected based on complex information from multiple parameters to ensure that the vehicle can obtain appropriate steering angle correction compensation under different driving states and environments. A trained steering angle compensation correction model is fully utilized, combining the vehicle's steering angle compensation amount with current driving state information and driving environment information to obtain a more adaptive and accurate steering angle correction compensation amount. The steering angle compensation amount represents the lateral correction the vehicle needs to make. According to preset angle steering rules, its positive or negative direction indicates whether the vehicle needs to correct to the left or right, and the magnitude of the value indicates the correction range.

[0089] Current driving state information refers to various parameters and characteristics of the vehicle during its motion, which can determine the vehicle's current state of motion. For example, at higher speeds, a more agile response to cornering compensation may be needed to ensure the vehicle remains stable at high speeds. Therefore, current driving state information provides a dynamic reference framework for better understanding the vehicle's motion characteristics. Driving environment information includes the actual road conditions the vehicle is on, such as road curvature, gradient, or weather conditions. Different driving environments may require different lateral control strategies; therefore, the environmental impact must be considered when acquiring cornering compensation amounts. For example, driving on a steep uphill slope may require a larger cornering correction to adapt to the changing road conditions. Based on this information, the trained cornering compensation correction model, by learning from a large amount of training data, can obtain cornering correction strategies that fit the current situation based on different driving states and environments. The cornering compensation amount is dynamically adjusted based on real-time, multi-source information to adapt to different driving scenarios. This improves the adaptability and accuracy of the vehicle's lateral control, enabling the vehicle to maintain stable driving even under complex and changing road conditions. The vehicle can not only adapt better to different driving conditions, but also cope more efficiently with diverse driving environments, improving the overall driving experience and safety.

[0090] S14: Obtain the actual and desired steering angles of the vehicle's steering system, and based on the steering angle correction compensation, actual and desired steering angles, perform driving control on the vehicle using a preset control algorithm.

[0091] In this embodiment, the actual and desired steering angles of the vehicle are acquired, and then driving control is performed through a preset control algorithm to maintain the stability and accuracy of vehicle driving. Specifically, the actual steering angle refers to the actual angle of the steering wheels in the vehicle's current steering system. This parameter is measured by sensors or encoders inside the vehicle and reflects the current direction of the vehicle's tires. Accurate acquisition of the actual steering angle is the foundation of the lateral control system, because only by understanding the vehicle's current actual state can effective control be achieved. The desired steering angle represents the angle of the vehicle's expected lateral movement. The steering angle correction compensation is used to correct deviations in lateral movement. Through the steering angle correction compensation, the lateral position of the vehicle can be adjusted in a timely manner to ensure that the vehicle travels within the lane. Through the preset control algorithm, the vehicle's steering mechanism is adjusted according to the actual steering angle, desired steering angle, and steering angle correction compensation to achieve lateral control. By continuously adjusting the vehicle's steering, the actual steering angle gradually approaches the desired steering angle. In summary, by timely acquisition of the actual and desired steering angles and the application of an effective control algorithm, the vehicle can maintain good lateral control performance under complex and changing road conditions. It helps improve driving safety and comfort, and ensures that the vehicle responds better to various lateral movement needs during driving.

[0092] This application achieves accurate determination of whether a vehicle requires angle compensation by real-time monitoring of its steering system. This avoids unnecessary angle compensation, thereby improving the efficiency of the vehicle system. The angle compensation amount is calculated based on the current free travel angle and the previous free travel angle. Individual differences in the vehicle assembly due to manufacturing variations and wear and tear are considered to provide a personalized driving experience and meet the needs of different vehicles. By comprehensively utilizing the vehicle's current driving state information and current driving environment information, along with a trained angle compensation correction model, an angle correction compensation amount that conforms to the current driving state and environment information is obtained, improving the comprehensiveness and accuracy of angle compensation, enhancing the accuracy of lateral control of the vehicle, and thus improving vehicle safety and reliability. By acquiring the actual and desired steering angles of the vehicle's steering system, and based on the angle correction compensation amount, actual angle, and desired angle, a pre-set control algorithm enables precise driving control of the vehicle.

[0093] In one specific embodiment, Figure 2 This is a schematic flowchart illustrating a method for calculating and obtaining the steering angle compensation of a vehicle according to an embodiment of this application. It explains one implementation of obtaining the steering angle compensation in step S12 above. Figure 2 As shown, steps S21-S22 are included:

[0094] S21, If ​​the absolute value of the current free travel angle is greater than the absolute value of the previous free travel angle, then calculate and obtain the vehicle's angle compensation amount based on the current free travel angle.

[0095] S22, if the absolute value of the current free travel angle is less than or equal to the absolute value of the previous free travel angle, then calculate and obtain the vehicle's angle compensation amount based on the previous free travel angle.

[0096] In this embodiment, the vehicle's angle compensation is selectively calculated based on the relationship between the current free travel angle and the previous free travel angle. Appropriate data is flexibly selected for calculation according to changes in the steering system's state to achieve more flexible and applicable lateral control. Specifically, it is first determined whether the absolute value of the current free travel angle is greater than the absolute value of the previous free travel angle. If the condition is met (i.e., the absolute value of the current free travel angle is greater than the absolute value of the previous free travel angle), then the vehicle's angle compensation is calculated based on the current free travel angle. If the condition is not met (i.e., the absolute value of the current free travel angle is less than or equal to the absolute value of the previous free travel angle), then the vehicle's angle compensation is calculated based on the previous free travel angle.

[0097] Based on the judgment conditions, the corresponding free travel angle is selected for calculation, flexibly choosing appropriate data to adapt to real-time changes in the steering system's state during vehicle operation. This allows for a more accurate selection of the most suitable compensation strategy. For example, if the current free travel angle changes significantly, a compensation amount based on the current angle is chosen to respond more promptly to changes in the steering system. Conversely, if the change is small, a calculation based on the previous free travel angle is used to avoid excessive adjustments. Selectively calculating the angle compensation amount also helps reduce the system's computational burden and improve its operating efficiency. For situations where the steering system state is relatively stable, avoiding frequent calculations can reduce power consumption and extend system lifespan.

[0098] Furthermore, regarding step S21 above, which calculates and obtains the vehicle's steering angle compensation based on the current free travel angle, a specific implementation method is provided here, which, based on the above embodiment, includes steps S211-S212:

[0099] S211, if the desired turning angle corresponds to a right turn, then the following formula is used:

[0100]

[0101] Calculate and obtain the right turn angle compensation θ of the vehicle. cr Among them, w r For the updated historical free-trip array of vehicles turning right, θ r This is an array of weighting coefficients for vehicles turning right.

[0102] In this embodiment, when the desired turning angle corresponds to a right turn, the formula for the vehicle's right turn angle compensation amount described above is used. This formula involves two key parameters: the updated historical free travel array for the vehicle's right turn (w r ) and the array of weighting coefficients for right turns of vehicles (θ) r In this array, each element of the weighted coefficient array for right turns represents a weight value, used to measure the importance of historical free travel. These weight values ​​reflect the steering system response characteristics under different driving scenarios, as well as the contribution of historical free travel to the current angle compensation. The updated historical free travel array for right turns stores the vehicle's past right-turn free travel angle values, a record that is dynamically updated over time. This record helps in learning and adapting steering behavior under different driving conditions.

[0103] The calculation of the right-turn angle compensation for a vehicle employs matrix transpose multiplication, weighting and summing the weight coefficients of the historical free travel array to obtain the right-turn angle compensation. This method considers the diversity of historical driving scenarios, enabling more accurate right-turn angle compensation to ensure more accurate and stable lateral control of the vehicle during right turns. Furthermore, this calculation method helps reduce steering errors and provides a smoother driving experience. Because the historical free travel array is dynamically updated, it can better capture the characteristics and changes in right-turn behavior as historical data accumulates.

[0104] S212, if the desired turning angle corresponds to a left turn, then the following formula is used:

[0105]

[0106] Calculate and obtain the vehicle's left turn angle compensation θ cl Among them, w l For the updated historical free-trip array of vehicles turning left, θ l This is an array of weighting coefficients for vehicles turning left.

[0107] In this embodiment, the same formula is used for calculation as for right turns described above. Specifically, it involves: the updated historical free travel array (w) of vehicles turning left. l ) and the array of weighting coefficients for vehicles turning left (θ) l Similar to the above, each element in the vehicle's left-turn weight coefficient array represents a weight value, used to measure the importance of historical free travel. The weight values ​​reflect the steering system's response characteristics under different driving scenarios, and the degree to which historical free travel contributes to the current angle compensation. The updated historical free travel array for left turns stores the vehicle's past left-turn free travel angle values, a dynamically updated record over time. This record helps in learning and adapting steering behavior under different driving conditions. From the vehicle's left-turn weight coefficient array (θ... l Weighting coefficients are extracted from the historical free-trip array (w). These weighting coefficients are likely trained and tuned parameters to ensure they accurately reflect the characteristics of left-turn behavior. l The extracted weight coefficients are then multiplied by the matrix transpose. This operation is essentially a weighted summation of the historical free-travel distances, taking into account the contributions of different historical free-travel distances. This allows for better adaptation to different left-turn driving scenarios, improving the system's personalized adaptability. The calculation process and technical effects for left turns are the same as for right turns, and will not be repeated here.

[0108] In one specific embodiment, Figure 3This is a flowchart illustrating a method for obtaining an updated historical free-travel array according to an embodiment of this application. It describes the specific implementation of the methods for obtaining the updated historical free-travel arrays for right turns in step S211 and for left turns in step S212. Figure 3 As shown, steps S31-S32 are included:

[0109] S31. Based on the preset steering judgment rules, obtain the rotation direction corresponding to the desired turning angle, and obtain the historical free travel array matching the rotation direction and the weight coefficient array corresponding to the historical free travel array from the vehicle database.

[0110] In this embodiment, the preset steering judgment rule can determine the turning direction based on the desired turning angle, providing crucial information for subsequent acquisition of historical free travel. Specifically, according to the preset rule, it determines whether the turning direction corresponding to the desired turning angle is a left turn or a right turn. For example, when turning left, the corresponding steering angle is positive; when turning right, the corresponding steering angle is negative. That is, when the acquired steering angle is less than zero (negative), it indicates that the steering angle represents a right turn. The vehicle database is a database storing vehicle-related information, including historical driving data, vehicle type, driver habits, etc. Based on the determination of the turning direction, the historical free travel array matching that direction and the corresponding weight coefficient array are obtained from the vehicle database. By obtaining the historical free travel array and the weight coefficient array, the vehicle's past driving data is fully utilized. This makes the results calculated from the historical free travel array more consistent with the current vehicle situation, further improving the accuracy of lateral control.

[0111] S32, according to the preset data addition rules, add the current free travel corner to the historical free travel array to obtain the updated historical free travel array; wherein, the number of elements in the updated historical free travel array is the same as the number of elements in the weight coefficient array.

[0112] In this embodiment, the current free travel angle is added to the historical free travel array, that is, the current free travel angle is integrated into the historical free travel array to obtain an updated historical free travel array. Specifically, according to preset data addition rules, the current free travel angle is added to the historical free travel array. The purpose of setting the data addition rules is to keep the number of elements in the updated historical free travel array the same as the number of elements in the weight coefficient array, so that the transpose multiplication can be performed using the above formula. For example, the current free travel angle value is added to the last element in the historical free travel array. At this time, in order to maintain the number of elements, the first element in the historical free travel array is removed. Since the data is added sequentially, the first element is relatively distant from the current vehicle's situation, so removing the first element results in a historical free travel array that also reflects the current vehicle's situation.

[0113] Furthermore, one purpose of adding the current free travel angle to the historical free travel array is to accumulate historical driving data of the vehicle. By continuously adding data obtained from actual driving to the historical array, a more comprehensive and accurate understanding of the vehicle's lateral movement can be established. Moreover, as historical data accumulates, the information in the updated historical free travel array is constantly updated, thus becoming more real-time. Continuous evolution based on historical data provides richer and more reliable information for lateral control, making it more precise and adaptable; at the same time, including the current free travel angle in the historical array helps to better adapt to the personalized needs of different drivers. This can improve driver satisfaction with system performance.

[0114] In one specific embodiment, the implementation method for obtaining the stored previous free travel angle mentioned in the above embodiments is described in detail, and based on the above embodiments, it includes:

[0115] Store the calculated right turn angle compensation and left turn angle compensation, and update the previous free travel angle.

[0116] In this embodiment, the calculated right-turn and left-turn angle compensation values ​​are stored. The main purpose of storing these values ​​is to preserve historical information. This recording allows the system to accumulate and analyze the vehicle's steering behavior under different conditions, providing more data support for future decisions. With each steering operation, if a change in the free travel angle occurs, the previous free travel angle needs to be updated promptly to ensure the continuity and timeliness of historical free travel angles. For example, updating the previous free travel angle can be done by assigning the current free travel angle value to the previous free travel angle; for instance, updating θ... old =[θ cr θcl Updating the previous free-travel turn ensures the timeliness of historical free-travel data. It also ensures that historical free-travel data accurately reflects the current control process. This provides more complete and effective historical information, offering strong support for future driving control and decision-making.

[0117] In another embodiment, the calculation of the vehicle's steering angle compensation based on the previous free travel angle in step S22 is provided here as a specific implementation. Based on the above embodiment, steps S221-S223 are included:

[0118] S221, Based on the preset steering judgment rules, obtain the rotation direction corresponding to the desired rotation angle;

[0119] S222, if the desired turning angle corresponds to a right turn, then the following formula is used:

[0120] θ cr =θ old ×[1 0] T

[0121] Calculate and obtain the right turn angle compensation θ of the vehicle. cr , where θ old This is the turn of the previous independent trip;

[0122] S223, if the desired turning angle corresponds to a left turn, then the following formula is used:

[0123] θ cl =θ old ×[0 1] T

[0124] Calculate and obtain the right turn angle compensation θ of the vehicle. cl , where θ old This is the turn of the previous independent trip.

[0125] In this embodiment, the rotation direction corresponding to the desired turning angle is determined according to a preset steering judgment rule. If the preset rule determines that the rotation direction corresponding to the desired turning angle is a right turn, θ will be used. cr =θ old ×[1 0] T Calculate the right turn angle compensation θ cr If the desired rotation direction is left turn, then θ is used. cl =θ old ×[0 1] T Calculate the left turn angle compensation θ cl The simple formula calculation can quickly determine the steering angle compensation amount, allowing the vehicle to make timely adjustments. Furthermore, the simple formula calculation reduces the computational burden on the onboard computer.

[0126] In one embodiment, Figure 4 This is a flowchart illustrating a method for determining whether a vehicle needs cornering compensation, provided as an embodiment of this application. It specifically explains one implementation of step S11 above, which involves determining whether cornering compensation is needed. Figure 4 As shown, based on the above embodiment, steps S41-S42 are included:

[0127] S41, monitor the vehicle's steering system to obtain the vehicle's actual steering angle and current lateral offset, and calculate the vehicle's desired steering angle based on the actual steering angle and current lateral offset.

[0128] S42, and based on the actual turning angle and the expected turning angle, determines whether the steering wheel angle of the vehicle's steering system has changed left or right, in order to confirm whether the vehicle needs to perform angle compensation.

[0129] In this embodiment, by monitoring the vehicle's steering system, the actual steering angle and current lateral offset can be obtained. This provides a comprehensive understanding of the vehicle's current state and offers an accurate desired steering angle for subsequent lateral control. The actual steering angle refers to the current true angle of the vehicle's steering wheel, a direct reflection of the vehicle's current driving state. Simultaneously, the lateral offset output by the sensing system provides information on the vehicle's current position deviation within the lane. Acquiring these two pieces of information helps to comprehensively understand the vehicle's lateral state, providing accurate input for subsequent lateral control. Based on the actual steering angle and the lateral offset output by the sensing system, the lateral control algorithm can calculate the vehicle's desired steering angle. This calculation is derived by analyzing the current vehicle position using the lateral control algorithm. This desired steering angle represents the ideal control result for the vehicle's current lateral position and is crucial for ensuring that the vehicle travels along the desired trajectory during lateral movement.

[0130] By comparing the actual steering angle with the desired steering angle, it can be determined whether the vehicle's steering system has shifted left or right relative to the current steering wheel angle. The purpose of this step is to confirm whether the vehicle requires angle compensation. Only when there is a left-right shift relative to the current steering wheel angle will corresponding compensation measures be taken to maintain vehicle stability during lateral movement. Through this series of monitoring and calculations, sensitive perception and accurate control of the vehicle's state can be achieved, providing reliable technical support for improving driving safety and comfort.

[0131] Based on this, when it is confirmed that the vehicle needs to perform steering angle compensation, the current free travel angle of the vehicle's steering system and the previously stored free travel angle are obtained, including:

[0132] When it is determined that the steering wheel angle of the vehicle's steering system has changed left or right based on the actual and expected steering angles, the current free travel angle of the vehicle's steering system and the previously stored free travel angle are obtained.

[0133] In this embodiment, the actual steering angle and the calculated desired steering angle are acquired through the vehicle's monitoring device. By comparing the actual and desired steering angles, it is determined whether the steering system has changed direction left or right. If it is confirmed that the steering system has changed direction left or right, the current free travel angle is acquired. Simultaneously, the previously stored free travel angle is also acquired. Acquiring both the current free travel angle and the previously stored free travel angle of the vehicle's steering system ensures the targetedness and effectiveness of the compensation measures.

[0134] In one embodiment, Figure 5 This is a schematic flowchart illustrating a driving control method when the steering wheel angle does not change left or right, as provided in one embodiment of this application. Based on the above embodiment, as... Figure 5 As shown, steps S51-S52 are included:

[0135] S51, based on the actual turning angle of the vehicle, the steering wheel of the vehicle's steering system rotates according to the desired turning angle. When it is determined that the steering wheel angle of the vehicle's steering system has not changed left or right, the turning angle correction compensation amount of the vehicle is set to 0.

[0136] S52 obtains the actual turning angle and the desired turning angle of the vehicle, and performs driving control of the vehicle by correcting the compensation amount based on the turning angle, the actual turning angle and the desired turning angle through a preset control algorithm.

[0137] In this embodiment, the actual steering angle directly reflects the vehicle's current lateral movement state. The vehicle's lateral control system adjusts the steering wheel rotation based on the calculated desired steering angle. Specifically, by adjusting the steering wheel, the vehicle is guided to move in the desired direction. During steering wheel rotation, it can be confirmed whether the steering wheel angle has changed left or right. If it is confirmed that there is a left or right change relative to the current steering wheel angle, the vehicle's steering angle correction compensation is set to 0. This means that it is not necessary to overcome the current free travel angle of the vehicle, i.e., no additional correction is required. This strategy helps avoid unnecessary adjustments and improves driving smoothness and responsiveness. Furthermore, based on the actual steering angle, desired steering angle, and steering angle correction compensation, the lateral control system performs driving control on the vehicle through a preset control algorithm. This achieves the adjustment of the vehicle's lateral movement according to the actual situation, making it better conform to the desired trajectory.

[0138] It's important to further explain that, besides turning the steering wheel according to the desired angle, after confirming that the vehicle's steering system hasn't changed direction left or right, a preliminary judgment can be made regarding whether a left-right change exists by comparing the signs of the actual and desired steering angles. Due to preset steering judgment rules, the signs of the steering angles for left and right turns are different. That is, when the signs of the actual and desired steering angles are inconsistent, a left-right change is confirmed relative to the current steering wheel angle. When the signs of the actual and desired steering angles are consistent, a simple numerical comparison can be used for further judgment. Specifically, when the absolute value of the desired steering angle is greater than or equal to the actual steering angle, there is no left-right change in the steering wheel angle; when the absolute value of the desired steering angle is less than the actual steering angle, a left-right change in the steering wheel angle exists. For example, suppose the desired turning angle is 90 degrees (left turn), and the current actual steering wheel angle is 45 degrees (left turn). Then |90| - |45| > 0, meaning there is no left-right change in steering wheel angle, and the vehicle's steering angle correction compensation is set to 0. If the desired turning angle is 45 degrees (left turn), and the current steering wheel angle is 90 degrees (left turn), then |45| - |90| < 0, meaning there is a left-right change in steering wheel angle.

[0139] Figure 6 This is a schematic diagram of the control algorithm flow for the electric mechanism of a steer-by-wire system according to an embodiment of this application. For the vehicle driving control mentioned in steps S14 and S52 above, a specific implementation method is provided here as an example. The control algorithm used is a Proportional-Integral-Derivative (PID) control algorithm. First, the expected steering wheel angle (desired steering angle), the steering wheel angle compensation value (steering angle correction compensation amount), and the current steering wheel angle value (actual steering angle of the vehicle) are input into the PID control algorithm. Then, the PID control algorithm calculates an output value based on the input value. This output value is calculated as a weighted sum of the proportional, integral, and derivative components. The proportional component is calculated based on the current error, the integral component is calculated based on the accumulated past errors, and the derivative component is calculated based on the future error change trend. Next, the output of the PID control algorithm is input to the electric actuator of the steer-by-wire system. The electric actuator of the steer-by-wire system drives the steering wheel to rotate according to the input control signal. After the steering wheel is turned, the current steering wheel angle value is acquired again. This newly acquired steering wheel angle value is then input into the PID control algorithm for the next round of control. This process is repeated continuously to achieve precise control of the vehicle's direction of travel.

[0140] In one embodiment, Figure 7 This is a schematic flowchart illustrating a method for obtaining angle correction compensation amounts that conform to current driving state information and current driving environment information, provided in one embodiment of this application. It specifically describes one implementation of step S13 described above. Figure 7 As shown, based on the above embodiment, steps S71-S72 are included:

[0141] S71, obtain the vehicle's current driving status information and current driving environment information; among which, the driving status information includes the vehicle's speed, weight, and tire pressure; the current driving environment information includes the road curvature and slope of the current driving road;

[0142] S72 inputs vehicle speed, vehicle weight, tire pressure, road curvature and road slope, as well as the vehicle's steering angle compensation amount into a trained feedforward neural network correction model for analysis and processing to obtain the corrected steering angle compensation amount.

[0143] In this embodiment, the vehicle's current driving status and current driving environment information are acquired. Specifically, vehicle speed directly affects the vehicle's lateral dynamics. Vehicle speed information is typically acquired in real-time through in-vehicle sensors or the vehicle bus system. Vehicle weight affects its inertia and lateral stability. Vehicle weight is usually monitored in real-time using onboard sensors or an onboard metering system. In-vehicle tire pressure sensors provide accurate tire pressure information for the lateral control system. Road curvature refers to the degree of curvature of the road the vehicle is traveling on. The curvature information of the current road can be acquired using onboard sensors or an environmental perception system based on vehicle LiDAR. Road slope, i.e., the degree of vehicle tilt, can be detected by onboard sensors or an onboard LiDAR system.

[0144] After acquiring vehicle speed, weight, tire pressure, road curvature, and road slope information, as well as driving environment information, these parameters are input into a trained neural network correction model for analysis. The neural network model is trained using a large amount of sample data, enabling it to understand and accurately predict complex lateral control scenarios. Upon receiving vehicle state and environmental information, the neural network correction model outputs a corrected steering angle compensation amount through neural network layer calculations and analysis. This corrected steering angle compensation amount has been adjusted by the neural network to better adapt to different driving states and environments. Through the neural network correction model, the steering angle compensation amount can be adjusted under different driving states and environments, improving the adaptability of lateral control. Furthermore, the neural network correction model possesses a certain learning ability, allowing it to dynamically adapt to different driving situations and improve the system's dynamic responsiveness. In summary, the neural network correction model based on vehicle state and environmental information provides an efficient optimization method for lateral control systems, enabling vehicles to better adapt to different driving conditions and improving overall lateral control performance.

[0145] further, Figure 8 This diagram illustrates a steering wheel angle compensation correction model based on a feedforward neural network, as provided in one embodiment of this application. The feedforward neural network is trained using conventional methods; only a simplified description of the training process is provided here. First, all weights and biases of the neural network are initialized. Weights and biases are parameters in the neural network that determine its output. Second, forward propagation is performed for each training tuple. The output of each unit in the input layer is its input value. For each unit in the hidden or output layer, its net input is calculated, and then its output is calculated using an activation function (here, the sigmoid function is used). Next, backpropagation is performed: the error of each unit in the output layer is calculated, based on the actual output and the desired output. Then, for each unit in the hidden layer, its error is calculated, based on the error of the next layer (i.e., closer to the output layer). Finally, each weight and bias in the neural network is updated based on the calculated error. This update aims to make the actual output of the neural network closer to the desired output. This process is repeated until a termination condition is met, such as reaching the maximum number of iterations or the error being less than a certain threshold. Finally, the trained neural network is output.

[0146] In one embodiment, Figure 9 This is a schematic flowchart illustrating a method for obtaining the current free travel angle of a vehicle's steering system according to an embodiment of this application. It provides a specific explanation of one implementation of the method for obtaining the current free travel angle mentioned in the above embodiment. Figure 9 As shown, the specific steps include S91-S93:

[0147] S91, when the vehicle's steering system begins to steer at the desired angle, record the steering wheel angle at this time as the initial free travel angle;

[0148] S92, when the vehicle steering system steers according to the desired angle and the lateral offset of the vehicle changes, the steering wheel angle at this time is recorded as the free travel termination angle.

[0149] S93 calculates the difference between the free travel termination angle and the free travel initial angle to obtain the current free travel angle of the vehicle steering system.

[0150] In this embodiment, when the vehicle's steering system begins to steer at the desired angle, the steering wheel angle is recorded as the initial angle of the free travel. This captures the starting point of the steering operation, ensuring accurate tracking and quantification of the vehicle's steering behavior. This recording process is achieved through a steering wheel sensor or steering angle sensor inside the vehicle. Real-time monitoring and recording ensure data accuracy and timeliness, providing a reliable foundation for subsequent analysis. While the vehicle's steering system steers at the desired angle, the vehicle's lateral offset is monitored. When the lateral offset changes, the steering wheel angle is recorded as the termination angle of the free travel. This captures the end point of the vehicle's steering process, i.e., the instant the free travel angle is completed. By monitoring changes in lateral offset, the actual motion state of the vehicle can be perceived, thereby determining when to end the steering and ensuring the accuracy and completeness of the free travel. Next, the difference between the termination angle and the initial angle is calculated to obtain the current free travel angle of the vehicle's steering system. By recording the initial and termination angles of the free travel, the current free travel angle of the vehicle is quantified, ensuring the accuracy of the free travel angle. Through actual measurement, the free travel angle of the vehicle steering system was recorded and calculated, providing accurate and reliable data support for subsequent lateral control.

[0151] This application monitors the vehicle's actual turning angle and lateral offset. It provides real-time vehicle status information, offering foundational data for subsequent steps and ensuring accurate understanding of the vehicle's state. Based on the previous and current free-travel turning angles, it dynamically selects and calculates an angle compensation amount more suitable for the vehicle's current state. Then, based on the angle compensation amount, driving status information, and environmental information, it obtains a corrected compensation amount suitable for the current situation. It utilizes a trained model to improve the accuracy of compensation while personalized adjustments to adapt to different driving states and environments. Through a control algorithm, it achieves the desired steering effect, ensuring the vehicle travels along a preset path. Based on historical free-travel arrays and weight coefficient arrays, it calculates steering compensation personalized, with distinctions for left and right turns, improving the accuracy of handling various steering scenarios. It determines the steering direction based on the desired turning angle, obtains matching historical free-travel arrays and weight coefficient arrays, and improves adaptability to different desired steering. The historical free-travel array is updated according to preset rules to maintain its timeliness and effectiveness, providing better historical information as the basis for compensation calculations. By storing steering angle compensation values ​​and updating free travel angles, the system ensures real-time updates of historical free travel angles, improving the timeliness of historical information. These steps work together to enable the entire vehicle steering system to flexibly and dynamically adapt to different driving situations in real-time operation, thereby enhancing driving stability and safety.

[0152] Figure 10 This is a schematic flowchart illustrating an automatic steering wheel angle compensation method according to one embodiment of this application. It describes the overall process of the above steps. Since the details of each step have already been described in the above embodiments, only a simple summary of the overall process is provided here. Figure 10 As shown, the current steering wheel angle (actual angle) and lateral offset are first obtained, and the steering wheel angle control amount (desired angle) is calculated based on the obtained data using a lateral control algorithm. Next, it is determined whether the steering angle request corresponding to the steering wheel angle control amount has changed left or right. If not (no change left or right), the preset angle compensation amount (0) is obtained; if so (a change left or right exists), it is determined whether the current vehicle's free travel exceeds the existing free travel (previous free travel).

[0153] If the current free travel angle is not greater than the previous free travel angle, the angle compensation is calculated based on the historical free travel angle, i.e., the previous free travel angle. If the current free travel angle is greater than the previous free travel angle, data is collected, specifically including a historical free travel array and a corresponding weight coefficient array. Then, data calculation and updating are performed to obtain an updated historical free travel array. Since the data has been stored and assigned values, the data obtained from this calculation is now present in the historical free travel angle. The angle compensation is then calculated based on the updated historical free travel angle. Next, the obtained angle compensation is input into a preset compensation correction model, along with vehicle weight, vehicle speed, road curvature, road slope, and tire pressure, to obtain the corrected compensation. Specifically, the corrected compensation (or the angle compensation of 0), the current steering wheel angle, and the steering wheel angle control value (desired angle) are input into the proportional-integral-derivative control algorithm to obtain the steering wheel angle control value. The vehicle steering system controls the steering wheel angle based on the steering wheel angle control amount.

[0154] Figure 11 This is a schematic diagram of the electronic architecture of a vehicle model according to one embodiment of this application. The camera in the diagram sends the collected data to the lane keeping controller. The lane keeping system in the lane keeping controller sends the calculated expected steering wheel angle (expected steering angle) and steering wheel angle free travel compensation amount to the CAN bus. The steer-by-wire mechanism receives the expected steering wheel angle and steering wheel angle free travel compensation amount from the CAN bus and sends the current steering wheel angle value to the CAN bus. The steer-by-wire mechanism controls the steering system of the heavy commercial vehicle based on the current steering wheel angle value, the expected steering wheel angle value, and the steering wheel angle free travel compensation amount, thereby achieving lateral control of the heavy commercial vehicle and ensuring the control accuracy of the lane keeping system.

[0155] In this embodiment of the invention, electronic devices or main control devices can be divided into functional modules according to the above method examples. For example, each function can be divided into its own functional modules, or two or more functions can be integrated into one processing unit. The integrated unit can be implemented in hardware or as a software functional module. It should be noted that the module division in this embodiment of the invention is illustrative and only represents one logical functional division; other division methods may be used in actual implementation.

[0156] Figure 12 This is a schematic diagram of a driving control device provided in an embodiment of this application. Figure 12 As shown, the control device 12 includes:

[0157] The vehicle steering monitoring module 121 is used to monitor the vehicle's steering system to determine whether the vehicle needs to perform angle compensation, and when it is determined that the vehicle needs to perform angle compensation, to obtain the current free travel angle of the vehicle's steering system and the previously stored free travel angle.

[0158] The corner compensation calculation module 122 is used to calculate and obtain the corner compensation amount of the vehicle based on the current free travel corner angle and the previous free travel corner angle.

[0159] The cornering compensation correction module 123 is used to obtain the cornering compensation amount that conforms to the current driving state information and the current driving environment information based on the vehicle's cornering compensation amount, the vehicle's current driving state information and the current driving environment information, using a trained cornering compensation correction model.

[0160] The vehicle driving control module 124 is used to obtain the actual and desired steering angles of the vehicle's steering system, and to control the vehicle's driving by adjusting the compensation amount based on the steering angle, the actual steering angle, and the desired steering angle, using a preset control algorithm.

[0161] The driving control device provided in this embodiment can execute the driving control method of the above embodiment. Its implementation principle and technical effect are similar, and will not be described again here.

[0162] In the aforementioned specific implementation, each module can be implemented as a processor, which can execute computer execution instructions stored in the memory, thereby enabling the processor to execute the aforementioned vehicle driving control method.

[0163] Figure 13 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 13 As shown, the electronic device 13 includes at least one processor 131 and a memory 132. The electronic device 13 also includes a communication component 133. The processor 131, the memory 132, and the communication component 133 are connected via a bus 134.

[0164] In the specific implementation process, at least one processor 131 executes computer execution instructions stored in memory 132, causing at least one processor 131 to execute the vehicle driving control method executed on the electronic device side as described above.

[0165] The specific implementation process of processor 131 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0166] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0167] The memory may include high-speed RAM, and may also include non-volatile storage (NVM), such as at least one disk storage.

[0168] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0169] The above description of the functions implemented by electronic devices and main control devices has introduced the solutions provided by the embodiments of the present invention. It is understood that, in order to implement the above functions, the electronic device or main control device includes hardware structures and / or software modules corresponding to the execution of each function. By combining the units and algorithm steps of the various examples described in the embodiments of the present invention, the embodiments of the present invention can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed by hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the technical solutions of the embodiments of the present invention.

[0170] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described vehicle driving control method.

[0171] The aforementioned computer-readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0172] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in an electronic device or a host device.

[0173] This application also provides a computer program product, comprising: a computer program stored in a readable storage medium, wherein at least one processor of an electronic device can read the computer program from the readable storage medium, and the at least one processor executes the computer program to cause the electronic device to perform the scheme provided in any of the above embodiments.

[0174] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0175] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A vehicle driving control method, characterized in that, include: The vehicle's steering system is monitored to determine whether the vehicle needs angle compensation, and when it is determined that the vehicle needs angle compensation, the current free travel angle of the vehicle's steering system and the previously stored free travel angle are obtained. The steering angle compensation amount of the vehicle is calculated based on the current free travel angle and the previous free travel angle. Based on the vehicle's steering angle compensation amount, the vehicle's current driving status information, and the current driving environment information, a trained steering angle compensation correction model is used to obtain a steering angle correction compensation amount that conforms to the current driving status information and the current driving environment information. The actual and desired steering angles of the vehicle's steering system are obtained, and the vehicle's driving control is performed based on the steering angle correction compensation, the actual steering angle, and the desired steering angle using a preset control algorithm.

2. The method according to claim 1, characterized in that, The step of calculating and obtaining the vehicle's steering angle compensation based on the current free travel angle and the previous free travel angle includes: If the absolute value of the current free travel angle is greater than the absolute value of the previous free travel angle, then the angle compensation amount of the vehicle is calculated and obtained based on the current free travel angle. or, If the absolute value of the current free travel angle is less than or equal to the absolute value of the previous free travel angle, then the angle compensation amount of the vehicle is calculated based on the previous free travel angle.

3. The method according to claim 2, characterized in that, The step of calculating and obtaining the vehicle's steering angle compensation based on the current free travel angle includes: If the desired turning angle corresponds to a right turn, then the following formula is used: Calculate and obtain the right turn angle compensation θ of the vehicle. cr Among them, w r Let θ be the updated historical free-route array for the vehicle's right turn. r This is an array of weighting coefficients for the vehicle's right turn; or, If the desired turning angle corresponds to a left turn, then the following formula is used: Calculate and obtain the left turn angle compensation θ of the vehicle. cl Among them, w l θ is the updated historical free-trip array for the vehicle's left turn. l This is an array of weighting coefficients for the vehicle's left turn.

4. The method according to claim 3, characterized in that, The method further includes: According to the preset steering judgment rules, the turning direction corresponding to the desired turning angle is obtained, and the historical free travel array matching the turning direction and the weight coefficient array corresponding to the historical free travel array are obtained from the vehicle database. According to the preset data addition rules, the current free travel corner is added to the historical free travel array to obtain the updated historical free travel array; wherein, the number of elements in the updated historical free travel array is the same as the number of elements in the weight coefficient array.

5. The method according to claim 2, characterized in that, The step of calculating and obtaining the vehicle's steering angle compensation based on the previous free travel steering angle includes: According to the preset steering judgment rules, obtain the rotation direction corresponding to the desired rotation angle; If the desired turning angle corresponds to a right turn, then the following formula is used: i cr =θ old ×[1 0] T Calculate and obtain the right turn angle compensation θ of the vehicle. cr , where θ old This is the next stop on my previous independent trip; or, If the desired turning angle corresponds to a left turn, then the following formula is used: i cl =θ old ×[0 1] T Calculate and obtain the right turn angle compensation θ of the vehicle. cl , where θ old This is the turn of the previous independent trip.

6. The method according to claim 1, characterized in that, The monitoring of the vehicle's steering system to determine whether the vehicle requires angle compensation includes: The vehicle's steering system is monitored to obtain the vehicle's actual steering angle and current lateral offset, and the desired steering angle of the vehicle is calculated based on the actual steering angle and current lateral offset. Based on the actual turning angle and the expected turning angle, it is determined whether the steering wheel angle of the vehicle's steering system has changed left or right, so as to confirm whether the vehicle needs to perform turning angle compensation. When it is confirmed that the vehicle needs angle compensation, obtaining the current free travel angle of the vehicle's steering system and the previously stored free travel angle includes: When it is determined, based on the actual turning angle and the expected turning angle, that the steering wheel angle of the vehicle's steering system has changed from left to right, the current free travel angle of the vehicle's steering system and the previously stored free travel angle are obtained.

7. The method according to claim 6, characterized in that, The method further includes: Based on the actual turning angle of the vehicle, the steering wheel of the vehicle's steering system rotates according to the desired turning angle. When it is determined that the steering wheel angle of the vehicle's steering system has not changed left or right, the turning angle correction compensation amount of the vehicle is set to 0. The actual turning angle and the desired turning angle of the vehicle are obtained, and the vehicle is controlled to drive by a preset control algorithm based on the turning angle correction compensation amount, the actual turning angle and the desired turning angle.

8. The method according to claim 1, characterized in that, The step of obtaining a steering angle correction amount that conforms to the current driving state information and current driving environment information, based on the vehicle's steering angle compensation amount, the vehicle's current driving state information, and the current driving environment information, using a trained steering angle compensation correction model, includes: The vehicle's current driving status information and current driving environment information are obtained; wherein, the driving status information includes the vehicle's speed, weight, and tire pressure; and the current driving environment information includes the road curvature and slope of the current driving road. The vehicle speed, vehicle weight, tire pressure, road curvature and road slope, as well as the vehicle's steering angle compensation, are input into a trained feedforward neural network correction model for analysis and processing to obtain the corrected steering angle compensation.

9. The method according to any one of claims 1-8, characterized in that, Obtaining the current free travel angle of the vehicle's steering system includes: When the vehicle's steering system begins to steer at the desired angle, the steering wheel angle at this time is recorded as the initial free travel angle. When the vehicle steering system steers according to the desired angle and the lateral offset of the vehicle changes, the steering wheel angle at this time is recorded as the free travel termination angle. The difference between the free travel termination angle and the free travel initial angle is used to obtain the current free travel angle of the vehicle steering system.

10. The method according to claim 4, characterized in that, Obtaining the stored previous free travel angle includes: The calculated right turn angle compensation and left turn angle compensation are stored, and the previous free travel angle is updated.

11. A driving control device, characterized in that, include: The vehicle steering monitoring module is used to monitor the vehicle's steering system to determine whether the vehicle needs to perform angle compensation. When it is determined that the vehicle needs to perform angle compensation, the module obtains the current free travel angle of the vehicle's steering system and the previously stored free travel angle. The corner compensation calculation module is used to calculate and obtain the corner compensation amount of the vehicle based on the current free travel corner angle and the previous free travel corner angle; The cornering compensation correction module is used to obtain a cornering correction compensation amount that conforms to the current driving state information and the current driving environment information based on the cornering compensation amount of the vehicle, the current driving state information of the vehicle, and the current driving environment information, using a trained cornering compensation correction model. The vehicle driving control module is used to obtain the actual steering angle and the desired steering angle of the vehicle's steering system, and to control the vehicle's driving based on the steering angle correction compensation amount, the actual steering angle and the desired steering angle, through a preset control algorithm.

12. An electronic device, characterized in that, include: A processor, and a memory communicatively connected to the processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory to implement the method as described in any one of claims 1 to 10.

13. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1 to 10.

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