A vehicle deviation compensation method and device for dealing with road changes and a vehicle

Abstract

The application discloses a vehicle deviation compensation method and device for dealing with road changes and a vehicle, and applies to the technical field of vehicle intelligent control. The method comprises the following steps: acquiring current position information of the vehicle; identifying a road section to be traveled by the vehicle as a target travel road section according to the current position information; acquiring first deviation information of the target travel road section, and determining that the target travel road section belongs to a deviation risk road section when the first deviation information is greater than a first value; acquiring a compensation torque set of the target travel road section and current vehicle information of the vehicle, determining a current compensation torque of the vehicle according to the compensation torque set and the current vehicle information; and utilizing the current compensation torque to compensate for deviation when the vehicle travels on the target travel road section. The application can predict the deviation phenomenon of the vehicle at a future time and provide corresponding compensation torque for the vehicle in advance, realize active deviation compensation, correct the deviation phenomenon of the vehicle in time, and be favorable to improving the safety of driving and the driving experience of a user.

Description

Technical Field

[0001] This invention relates to the field of vehicle intelligent control technology, and in particular to a method, device, and vehicle for compensating for vehicle deviation in response to road changes. Background Technology

[0002] Vehicle pulling to one side refers to the phenomenon where, when a vehicle is traveling in a straight line and the steering wheel is in an upright position, the vehicle's direction of travel deviates from its longitudinal axis. When this happens, the driver needs to actively and continuously apply a corrective force to the steering wheel to keep the vehicle traveling in a straight line. This can easily lead to driver fatigue and is detrimental to safe driving.

[0003] The relevant technology employs a lane-pulling compensation scheme to actively provide corrective torque to the vehicle, eliminating the need for the driver to actively apply corrective torque. This alleviates vehicle pull-to-side deviation while overcoming the problem of driver fatigue caused by active correction. Existing lane-pulling compensation schemes typically detect the vehicle's pull-to-side deviation over a given period of time, thus determining the vehicle's pull-to-side state and providing corrective torque to achieve compensation. However, this scheme requires the vehicle to travel for a period of time before the corresponding corrective torque is obtained. Before lane-pulling compensation, the driver still needs to actively and continuously apply corrective force, which still carries the risk of driver fatigue. Furthermore, it cannot identify future pull-to-side deviation and provide timely corrective torque, reducing driving safety and the user's driving experience. Summary of the Invention

[0004] The purpose of this invention is to at least partially solve one of the technical problems existing in the prior art.

[0005] Therefore, the purpose of this invention is to provide a method, device, and vehicle for compensating for vehicle deviation in response to changes in road conditions.

[0006] To achieve the above-mentioned technical objectives, the technical solutions adopted in the embodiments of the present invention include: On one hand, embodiments of the present invention provide a vehicle drift compensation method for responding to road changes, comprising the following steps: Obtain the vehicle's current location information, and based on the current location information, identify the road segment that the vehicle is about to travel as the target road segment; Obtain first deviation information of the target driving segment, wherein the first deviation information is used to characterize the proportion of vehicles that are in a deviation state on the target driving segment during a historical time period. When the first deviation information is greater than the first value, it is determined that the target driving section belongs to the deviation risk section; Obtain the set of compensation torques for the target driving segment and the current vehicle information, and determine the current compensation torque of the vehicle based on the set of compensation torques and the current vehicle information; When the vehicle is traveling on the target road segment, the current compensation torque is used to compensate for vehicle deviation.

[0007] Furthermore, in one embodiment of the present invention, obtaining the first deviation information of the target driving segment includes: Vehicles that travel on the target road segment within a historical time period are identified as first historical vehicles. Then, historical vehicle information and historical vehicle signals of the first historical vehicles are acquired. When the historical vehicle signal of the first historical vehicle is valid, the first historical vehicle is determined to be in a deviation state based on the historical vehicle information of the first historical vehicle, and the first historical vehicle in the deviation state is selected as the second historical vehicle. The ratio of the number of the second historical vehicles to the number of the first historical vehicles is calculated as the first deviation information of the target driving segment.

[0008] Furthermore, in one embodiment of the present invention, obtaining the historical vehicle information and historical vehicle signal of the first historical vehicle includes: The historical driving speed, historical steering wheel angle, historical angular velocity, and historical hand torque of the first historical vehicle are obtained as the historical vehicle information of the first historical vehicle. The historical vehicle speed signal, historical steering wheel angle signal, historical steering speed signal, and historical hand torque signal of the first historical vehicle are obtained as the historical whole vehicle signal of the first historical vehicle.

[0009] Furthermore, in one embodiment of the present invention, determining that the first historical vehicle is in a deviation state based on the historical vehicle information of the first historical vehicle includes: When the first historical vehicle meets the first condition, and the duration of the first historical vehicle meeting the first condition is greater than or equal to the second value, it is determined that the first historical vehicle is in a deviation state. The first condition includes: the historical driving speed is less than or equal to a first speed threshold and greater than or equal to a second speed threshold; the historical turning angle is less than or equal to a first turning angle threshold and greater than or equal to a second turning angle threshold; the historical turning speed is less than or equal to a first rotational speed threshold and greater than or equal to a second rotational speed threshold; and the historical hand torque is less than or equal to a first torque threshold and greater than or equal to a second torque threshold.

[0010] Further, in one embodiment of the present invention, obtaining the set of compensation torques for the target driving segment and the current vehicle information, and determining the current compensation torque of the vehicle based on the set of compensation torques and the current vehicle information, includes: The vehicle's current speed is obtained as the vehicle's current overall information, and the set of compensation torques for the target driving segment is obtained, wherein the set of compensation torques includes multiple target compensation torques, and each target compensation torque corresponds one-to-one with the driving speed. The target compensation torque corresponding to the current driving speed is extracted from the set of compensation torques and used as the current compensation torque of the vehicle.

[0011] Furthermore, in one embodiment of the present invention, the step of using the current compensation torque to compensate for vehicle deviation when the vehicle is traveling on the target road segment includes: When a vehicle is traveling on the target driving section, the current compensation torque is used to compensate for the vehicle's deviation, and the second deviation information of the target driving section is obtained. The second deviation information is used to characterize the proportion of vehicles that have ended their deviation state while traveling on the target driving section during the historical time period. When the second deviation information is greater than the third value, it is determined that the target driving section is not a deviation risk section, and the current compensation torque is cancelled.

[0012] Furthermore, in one embodiment of the present invention, obtaining the second deviation information of the target driving segment includes: The vehicle that travels on the target road segment during the historical time period is selected as the first historical vehicle, and the first historical vehicle that meets the second condition and whose duration of meeting the second condition is greater than or equal to the fourth value is selected as the third historical vehicle. The second condition includes: the historical angular velocity of the steering wheel of the first historical vehicle is less than or equal to the third speed threshold and greater than or equal to the fourth speed threshold, and the historical angle of the steering wheel of the first historical vehicle is less than or equal to the third angle threshold and greater than or equal to the fourth angle threshold. The ratio of the number of the third historical vehicles to the number of the first historical vehicles is calculated as the second deviation information of the target driving segment.

[0013] Furthermore, in one embodiment of the present invention, the step of using the current compensation torque to compensate for vehicle deviation when the vehicle is traveling on the target road segment further includes: When the second deviation information is less than or equal to the third value, it is determined that the target driving segment is a deviation risk segment, and the process returns to the step of obtaining the second deviation information of the target driving segment until the vehicle leaves the target driving segment, at which point the current compensation torque is cancelled.

[0014] On the other hand, embodiments of the present invention provide a vehicle drift compensation device for coping with road changes, comprising: The road segment identification module is used to obtain the vehicle's current location information and, based on the current location information, identify the road segment that the vehicle will travel on as the target road segment. The deviation prediction module is used to obtain the first deviation information of the target driving segment, wherein the first deviation information is used to characterize the proportion of vehicles that are in a deviation state on the target driving segment during a historical time period. When the first deviation information is greater than a first value, the target driving segment is determined to be a deviation risk segment. The compensation torque processing module is used to obtain the compensation torque set of the target driving segment and the current vehicle information, and to determine the current compensation torque of the vehicle based on the compensation torque set and the current vehicle information. The vehicle drift compensation control module is used to compensate for vehicle drift by using the current compensation torque when the vehicle is traveling on the target road segment.

[0015] In another aspect, embodiments of the present invention provide a vehicle including the aforementioned vehicle deviation compensation device for responding to road changes.

[0016] The beneficial effects of this invention are: it provides a vehicle deviation compensation method, device, and vehicle for coping with road changes. The method includes: first, acquiring the vehicle's current location information and identifying the road segment the vehicle will travel on as the target road segment based on the current location information; then, acquiring first deviation information of the target road segment, wherein the first deviation information is used to characterize the proportion of vehicles in a deviation state on the target road segment during a historical time period, and when the first deviation information is greater than a first value, the target road segment is determined to be a deviation risk segment; subsequently, acquiring the compensation torque set of the target road segment and the vehicle's current overall vehicle information, and determining the vehicle's current compensation torque based on the compensation torque set and the current overall vehicle information; finally, when the vehicle is traveling on the target road segment, using the current compensation torque to compensate for vehicle deviation. This invention can predict in advance whether a vehicle will veer off course due to road conditions and provide corresponding compensation torque in advance to achieve active deviation compensation. It can correct the vehicle's deviation in a timely manner, thereby helping the driver to keep the vehicle straight. It effectively avoids dangerous driving situations caused by the driver continuously applying corrective force to correct the vehicle's deviation, which is conducive to improving driving safety and the user's driving experience.

[0017] Other features and advantages of this application will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures particularly pointed out in the description, claims and drawings. Attached Figure Description

[0018] Figure 1 This is a flowchart of a vehicle deviation compensation method for adapting to road changes provided by the present invention; Figure 2 This is a flowchart of obtaining the first deviation information provided by the present invention; Figure 3 This is a flowchart for determining the current compensation torque of a vehicle, provided by the present invention. Figure 4 This is a flowchart of obtaining a set of compensation torques provided by the present invention; Figure 5 This is another flowchart for obtaining the set of compensation torques provided by the present invention; Figure 6 This is a flowchart of the deviation compensation provided by the present invention; Figure 7 This is a structural diagram of a vehicle deviation compensation device for adapting to road changes provided by the present invention. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0020] The present application will be further described below with reference to the accompanying drawings and specific embodiments. The described embodiments should not be considered as limitations on the present application, and all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of the present application.

[0021] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0022] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0023] In response to the problems and defects of related technologies, this invention provides a vehicle deviation compensation method, device and vehicle for coping with road changes. It is applicable to electric power steering (EPS) systems and steer-by-wire systems. It relies on cloud servers, vehicle cameras and vehicle controllers to predict the vehicle deviation phenomenon in advance and provide the corresponding compensation torque for the vehicle in advance, so as to realize timely correction and active deviation compensation of vehicle deviation phenomenon.

[0024] The implementation steps of a vehicle deviation compensation method for road changes provided by an embodiment of the present invention will be described in detail below with reference to the accompanying drawings.

[0025] The method described in this invention can be applied to a terminal, a server, or software running on either a terminal or a server. The terminal can be a tablet computer, a laptop computer, a desktop computer, etc., but is not limited to these. The server can be a standalone physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, CDN (Content Delivery Network), and big data and artificial intelligence platforms.

[0026] Reference Figure 1 The vehicle deviation compensation method may include, but is not limited to, the following steps: S100 obtains the vehicle's current location information and identifies the road segment the vehicle is about to travel as the target road segment based on the current location information.

[0027] In this step, firstly, the vehicle's driving road information is collected in real time through the vehicle's camera, and then uploaded to the cloud server through the TBOX. The cloud server has a city map stored in advance. Then, the vehicle is located by using the city map and driving road information to obtain the vehicle's current location information. After that, based on the vehicle's current location information, the cloud server identifies the road segment that the vehicle will travel on and uses this road segment as the target driving segment.

[0028] It should be noted that TBOX (Telematic BOX, vehicle networking system) uses long-distance communication and information science technology to provide vehicles with services such as driving data collection, remote query and control, and fault monitoring.

[0029] S200, obtain the first deviation information of the target driving segment.

[0030] It should be noted that the first deviation information refers to the percentage of vehicles that were in a deviation state while driving on the target driving section during the historical period.

[0031] Optionally, the historical time period can be set according to the actual situation, and the present invention does not make specific limitations on it.

[0032] S300: When the first deviation information is greater than the first value, the target driving section is determined to be a deviation risk section.

[0033] It should be noted that the first value can be determined according to the actual situation, and the present invention does not impose a specific limitation on it.

[0034] In this step, when the first deviation information of the road segment to which the vehicle is about to travel exceeds the first value, it means that vehicles exceeding the first value have experienced deviation on the target road segment, thus determining that the road segment to which the vehicle is about to travel is a deviation risk section.

[0035] S400: Obtain the set of compensation torques for the target driving segment and the current vehicle information, and determine the current compensation torque of the vehicle based on the set of compensation torques and the current vehicle information.

[0036] In this step, after determining that the road segment the vehicle is about to travel on is a high-risk section for vehicle drift, the first step is to obtain the compensation torque set for that section and the vehicle's current overall information. The compensation torque set includes multiple target compensation torques, which are the compensation torques used by vehicles traveling on that road segment during historical time periods to overcome drift. Then, based on the current vehicle information, the corresponding current compensation torque is selected from the compensation torque set to proactively compensate for vehicle drift when traveling on a high-risk road segment.

[0037] S500 uses the current compensation torque to compensate for vehicle deviation when the vehicle is traveling on the target road segment.

[0038] In this step, when the vehicle camera detects that the vehicle is traveling on the target road segment, the vehicle will veer off course. At this time, the current compensation torque obtained in the previous step is used to actively compensate for the vehicle's veergence, thereby avoiding the problem of driver fatigue caused by the driver actively and continuously providing compensation torque.

[0039] In some embodiments of the present invention, the method may further include the following steps: When the first deviation information is less than or equal to the first value, it is determined that the target driving segment is not a deviation risk segment, no deviation compensation is performed, and the process returns to the step of obtaining the vehicle's current location information.

[0040] In this step, when the first deviation information does not exceed the first value, that is, the proportion of vehicles in a deviation state on the target driving section during the historical time period does not exceed the first value, it indicates that there is no deviation risk on the target driving section. Therefore, the target driving section is determined not to be a deviation risk section, no deviation compensation is performed, and the process returns to step S100.

[0041] In some embodiments of the present invention, reference is made to... Figure 2 In step S200, the process of obtaining the first deviation information of the target driving segment may include, but is not limited to, the following steps: S210: Obtain vehicles that travel on the target road segment within a historical time period as the first historical vehicles, and then obtain the historical vehicle information and historical vehicle signals of the first historical vehicles.

[0042] In this step, firstly, vehicles that travel on the target road segment within a historical time period are defined as first historical vehicles; then, the historical driving speed, historical steering wheel angle, historical angular velocity, and historical hand torque of the first historical vehicle are obtained as historical vehicle information of the first historical vehicle, and the historical speed signal, historical steering wheel angle signal, historical angular velocity signal, and historical hand torque signal of the first historical vehicle are obtained as historical vehicle signals of the first historical vehicle.

[0043] S220: When the historical vehicle signal of the first historical vehicle is valid, the first historical vehicle is determined to be in a deviation state based on the historical vehicle information of the first historical vehicle, and the first historical vehicle in the deviation state is selected as the second historical vehicle.

[0044] In this step, the cloud server is used to determine the validity of the historical speed signal, historical steering angle signal, historical steering speed signal, and historical hand torque signal of the first historical vehicle. If the cloud server determines that these signals are valid, the system uses the vehicle's historical overall information to determine if the first historical vehicle is in a pulling-to-side state. If it is determined that the first historical vehicle is in a pulling-to-side state, it is selected as the second historical vehicle.

[0045] S230, calculate the ratio of the number of vehicles in the second historical period to the number of vehicles in the first historical period as the first deviation information of the target driving segment.

[0046] In this step, the ratio of the number of second historical vehicles to the number of first historical vehicles is calculated. This ratio is used to characterize the proportion of vehicles that were in a deviated state while driving on the target driving segment during the historical time period. This ratio is used as the first deviation information of the target driving segment.

[0047] In some embodiments of the present invention, the process of determining that the first historical vehicle is in a deviation state based on the historical vehicle information of the first historical vehicle in step S220 may include, but is not limited to, the following steps: S221, when the first historical vehicle meets the first condition, and the duration for which the first historical vehicle meets the first condition is greater than or equal to the second value, it is determined that the first historical vehicle is in a deviation state. The first condition mainly includes: a≤V≤b, that is, the historical driving speed V is less than or equal to the first speed threshold b and greater than or equal to the second speed threshold a; ≤Ang≤ That is, the historical turning angle Ang is less than or equal to the first turning angle threshold. And greater than or equal to the second turning threshold ;

[0048] X1≤AngSpd≤X2, that is, the historical angular velocity AngSpd is less than or equal to the first speed threshold X2 and greater than or equal to the second speed threshold X1; Y1≤HandTrq≤Y2, meaning the historical hand torque HandTrq is less than or equal to the first torque threshold Y2 and greater than or equal to the second torque threshold Y1.

[0049] It should be noted that the second value, the first vehicle speed threshold, the second vehicle speed threshold, the first turning angle threshold, the second turning angle threshold, the first rotational speed threshold, the second rotational speed threshold, the first torque threshold, and the second torque threshold can all be calibrated and confirmed according to the actual situation, and the present invention does not impose specific limitations on them.

[0050] Optionally, the first turning angle threshold should be a small value. For example, the first turning angle threshold is 7 degrees.

[0051] Optionally, the second turning threshold should be greater than zero.

[0052] Optionally, the first steering angle threshold and the second steering angle threshold are used to distinguish between the case where the steering wheel does not deviate from the center line when the vehicle is driving straight and the case where the steering wheel angle deviates from the center line when the vehicle veers off course. The first steering angle threshold and the second steering angle threshold should be a smaller value.

[0053] In some embodiments of the present invention, reference is made to... Figure 3 In step S400, the set of compensation torques for the target driving segment and the current vehicle information are obtained. The process of determining the current compensation torque of the vehicle based on the set of compensation torques and the current vehicle information may include, but is not limited to, the following steps: S410: Obtain the vehicle's current speed as the vehicle's current overall information, and obtain the set of compensation torques for the target driving segment.

[0054] In this step, the vehicle's current speed is collected by the cloud server as the vehicle's current overall information, and the set of compensation torques for the road segment the vehicle will travel on is obtained. The set of compensation torques includes multiple target compensation torques, each of which corresponds one-to-one with the vehicle's speed.

[0055] S420: Extract the target compensation torque corresponding to the current driving speed from the compensation torque set as the vehicle's current compensation torque.

[0056] In this step, the target compensation torque corresponding to the vehicle's current speed is found from the set of compensation torques for the target driving segment, and this target compensation torque is used as the vehicle's current compensation torque.

[0057] In some embodiments of the present invention, reference is made to... Figure 4 In step S410, the process of obtaining the set of compensation torques for the target driving segment may include, but is not limited to, the following steps: S411, obtain the historical driving speed of a vehicle that is driving on the target driving segment and is in a state of deviation during the historical time period, and obtain the historical steering wheel torque corresponding to the historical driving speed.

[0058] It should be noted that each historical driving speed corresponds to at least one historical hand torque.

[0059] In this step, the historical driving speed of the second historical vehicle is first obtained, and the historical steering wheel torque corresponding to the historical driving speed of each second historical vehicle is also obtained. It can be understood that this historical steering wheel torque is the value of the steering wheel torque applied by the driver when the second historical vehicle veers off course.

[0060] S412, obtain the calibrated hand torque corresponding to each historical driving speed.

[0061] It should be noted that the calibrated hand torque is used to characterize the hand torque of the steering wheel when the vehicle is traveling straight.

[0062] Optionally, the calibrated hand torque is related to the vehicle speed, and the calibrated hand torque can be calibrated during the vehicle development stage. This invention does not specifically limit this.

[0063] S413, determine the target compensation torque corresponding to each historical driving speed based on the calibrated hand torque corresponding to each historical driving speed and at least one historical hand torque corresponding to each historical driving speed.

[0064] In this step, the process of determining the target compensation torque can be divided into two cases: one is that each historical driving speed corresponds to one historical hand torque, and the other is that each historical driving speed corresponds to at least two historical hand torques. Different methods are used to process the historical hand torques according to different cases, so as to obtain the target compensation torque, so that the target compensation torque corresponds one-to-one with the driving speed.

[0065] S414 constructs a set of compensation torques for the target driving segment by using each historical driving speed and the target compensation torque corresponding to each historical driving speed.

[0066] In this step, after obtaining the target compensation torque corresponding to each historical driving speed, a lookup table is formed based on the target compensation torque values ​​corresponding to different driving speeds. This table represents the set of compensation torques for the target driving segment, which allows for subsequent lookup of the target compensation torque corresponding to the current driving speed to achieve active deviation compensation.

[0067] Furthermore, referring to Figure 5 Step S413 mainly includes the following steps: The first step is to determine whether the number of historical hand torques corresponding to each historical driving speed is greater than or equal to two; if not, proceed to the second step; if yes, proceed to the third step.

[0068] The second step is to calculate the difference between the calibrated hand torque corresponding to each historical driving speed and the historical hand torque corresponding to each historical driving speed as the target compensation torque corresponding to each historical driving speed when each historical driving speed corresponds to a historical driving speed. The third step is to calculate the average of the two historical hand torques corresponding to each historical driving speed as the total historical hand torque corresponding to each historical driving speed. Then, calculate the difference between the calibrated hand torque corresponding to each historical driving speed and the total historical hand torque corresponding to each historical driving speed as the target compensation torque corresponding to each historical driving speed.

[0069] In some embodiments of the present invention, reference is made to... Figure 6 In step S500, when the vehicle is traveling on the target road segment, the process of using the current compensation torque to compensate for vehicle deviation may include, but is not limited to, the following steps: S510: When the vehicle is traveling on the target road segment, the current compensation torque is used to compensate for the vehicle's deviation and the second deviation information of the target road segment is obtained.

[0070] It should be noted that the second deviation information is used to characterize the percentage of vehicles that ended their deviation state while driving on the target driving segment within the historical time period.

[0071] In this step, when the vehicle's camera detects that it is traveling on the target road segment, the vehicle will exhibit a tendency to veer off course. At this point, the current compensation torque obtained in the previous steps is used to actively compensate for the vehicle's veergence. Specifically, the vehicle's controller sends the compensation torque to the power steering control module, which then applies this compensation torque to the motor control. This effectively avoids driver fatigue caused by the driver actively and continuously providing compensation torque. During the veergence compensation process, second veergence information for the target road segment is acquired.

[0072] S520: When the second deviation information is greater than the third value, it is determined that the target driving section is not a deviation risk section, and the current compensation torque is cancelled.

[0073] It should be noted that the third value is less than the first value, and the third value can be determined according to the actual situation. This invention does not impose any specific limitations on this.

[0074] In this step, a mechanism for exiting the deviation compensation process is added. Specifically, when the second deviation information exceeds the third value, that is, when the proportion of vehicles that have ended their deviation state while driving on the target road segment during the historical time period exceeds the third value, it indicates that there is no longer a deviation risk on this road segment, and torque compensation is no longer performed, thus exiting the deviation compensation process.

[0075] In some embodiments of the present invention, step S510, which involves using the current compensation torque to compensate for vehicle deviation, specifically includes the following steps: The vehicle's compensation slope control parameters are obtained, and the vehicle's compensation torque is gradually increased from zero to the current compensation torque using these parameters.

[0076] It should be noted that the compensation slope control parameters can be set according to the actual situation, and this invention does not impose specific limitations on them.

[0077] In this step, to prevent sudden torque changes, the compensation slope control parameter is calibrated. The compensation slope control parameter is used to control the application of the compensation torque so that the vehicle's compensation torque gradually increases from zero to the current compensation torque.

[0078] In some embodiments of the present invention, the process of obtaining the second deviation information of the target driving segment in step S510 may include, but is not limited to, the following steps: S511, obtain the vehicles that travel on the target road segment during the historical time period as the first historical vehicles, and select the first historical vehicle that meets the second condition and whose duration of meeting the second condition is greater than or equal to the fourth value as the third historical vehicle.

[0079] It should be noted that the fourth value can be determined according to the actual situation, and the present invention does not impose a specific limitation on it.

[0080] In this step, vehicles that traveled on the target road segment during the historical time period are first defined as first historical vehicles. Then, first historical vehicles that satisfy the second condition and whose duration of satisfying the second condition is greater than or equal to the fourth value are defined as third historical vehicles. Specifically, the second condition may include, but is not limited to: 0≤Ang≤γ, that is, the historical steering wheel angular velocity Ang of the first historical vehicle is less than or equal to the third speed threshold γ and greater than or equal to the fourth speed threshold, and the fourth speed threshold is zero; 0≤AngSpd≤θ, meaning that the historical steering angle AngSpd of the first historical vehicle is less than or equal to the third steering angle threshold θ and greater than or equal to the fourth steering angle threshold, and the fourth steering angle threshold is zero.

[0081] S512, calculate the ratio of the number of third historical vehicles to the number of first historical vehicles as the second deviation information of the target driving segment.

[0082] In this step, the ratio of the number of third historical vehicles to the number of first historical vehicles is calculated. This ratio can be understood as the percentage of vehicles that have ended their deviation state while driving on the target driving segment during the historical time period, and this ratio is used as the second deviation information of the target driving segment.

[0083] In some embodiments of the present invention, in step S500, when the vehicle is traveling on the target road segment, the process of using the current compensation torque to compensate for vehicle deviation may further include the following steps: When the second deviation information is less than or equal to the third value, it is determined that the target driving segment is a deviation risk segment. The process returns to the step of obtaining the second deviation information of the target driving segment until the vehicle leaves the target driving segment and the current compensation torque is canceled.

[0084] In this step, if the second deviation information does not exceed the third value, that is, if the proportion of vehicles that have ended the deviation state while driving on the target driving section during the historical time period does not exceed the third value, it means that there is still a deviation risk on this road section. At this time, deviation torque compensation is still performed, and the process returns to the step of obtaining the second deviation information of the target driving section until the vehicle leaves the target driving section and the current compensation torque is canceled.

[0085] Optionally, the process of canceling the current compensation torque implementation may include, but is not limited to, the following steps: Obtain the vehicle's cancellation slope control parameters, and use these parameters to control the vehicle's compensation torque to gradually decrease from the current compensation torque to zero.

[0086] It should be noted that the slope control parameter can be set according to the actual situation, and this invention does not impose specific limitations on it.

[0087] In this step, to prevent sudden torque changes, the cancellation slope control parameter is calibrated. The cancellation slope control parameter is used to control the cancellation of the compensation torque so that the vehicle's compensation torque gradually decreases from the current compensation torque to zero.

[0088] Based on the above embodiments, the implementation principle of the technical solution provided by the embodiments of the present invention will be explained below. The specific implementation principle of this technical solution is as follows: Within the historical timeframe, the following steps were performed for each road segment: S01 uses a vehicle camera to collect road information and uploads it to a cloud server via a TBOX. The vehicle's location is then determined by using the city map and road information stored on the cloud server.

[0089] S02, the cloud server collects the vehicle's driving speed, steering wheel angle, angular velocity, and hand torque as the vehicle's overall information, and collects the vehicle speed signal, steering wheel angle signal, angular velocity signal, and hand torque signal as the vehicle's overall signal.

[0090] S03 When the cloud server determines that the vehicle speed signal, steering angle signal, steering speed signal and hand torque signal are all valid, the vehicle deviation compensation function is enabled to determine whether the vehicle is deviating in real time.

[0091] S04, when the vehicle meets the first condition and the duration of meeting the condition is greater than or equal to the second value T1, the vehicle is identified as veering off course. The vehicle's travel segment is determined based on its position, and the steering wheel torque value corresponding to the vehicle speed is recorded. The compensation torque corresponding to different vehicle speeds is calculated by using the steering wheel torque values ​​corresponding to different vehicle speeds and the calibrated torque values, thus forming a lookup table map, i.e., the set of compensation torques.

[0092] At the current moment, for a given vehicle, the following steps are involved: S11: Obtain the vehicle's current location information and, based on the current location information, identify the road segment the vehicle is about to travel as the target driving segment. Then, obtain the first deviation information of the target driving segment and determine whether the first deviation information exceeds the first value Z1%. If yes, proceed to S12; otherwise, proceed to S13.

[0093] S12, when the first deviation information exceeds the first value Z1%, that is, when more than Z1% of the vehicles have deviation when driving on the target driving section, the target driving section is identified as a deviation risk section, and the process proceeds to step S14.

[0094] S13, when the first deviation information does not exceed the first value Z1%, the target driving section is determined not to be a deviation risk section, no deviation compensation is performed, and the process returns to step S11.

[0095] S14: Collect the vehicle's current speed and find the corresponding compensation torque from the lookup table map. When the vehicle's camera detects that it is passing through this road segment, it sends the compensation torque to the vehicle's steering assist control module. The steering assist control module then applies this compensation torque to the motor to achieve active lane deviation compensation, thereby helping the driver to keep the vehicle moving straight.

[0096] In order to prevent sudden torque changes, the compensation slope control parameter is calibrated, and the application of compensation torque is controlled by the compensation slope control parameter.

[0097] S15: Obtain the second deviation information of the target driving segment and determine whether the second deviation information exceeds the third value Z2%. If yes, proceed to S16; otherwise, proceed to S17. S16. When the second deviation information exceeds the third value Z2%, that is, when more than Z2% of vehicles have traveled through the target driving section in the historical time period meet the second condition, and the duration of meeting the second condition is ≥ the fourth value T2, it means that there is no deviation risk in the target driving section, the compensation torque is canceled, and torque compensation is no longer performed.

[0098] S17: When the second deviation information does not exceed the third value Z2%, it indicates that there is still a deviation risk on the current driving section. Return to step S15 and perform a loop judgment until the vehicle leaves the target driving section, then cancel the compensation torque and end the deviation compensation. In order to prevent sudden torque changes, the cancellation slope control parameter is pre-calibrated, and the cancellation of the compensation torque is controlled by the cancellation slope control parameter.

[0099] In summary, the embodiments of the present invention are applicable to vehicle deviation caused by road conditions such as slopes or uneven road surfaces. They can predict in advance whether the vehicle will deviate due to road conditions and provide corresponding compensation torque in advance, achieving active deviation compensation. This allows for timely correction of vehicle deviation, helping the driver to drive straight and effectively avoiding dangerous driving situations caused by the driver continuously applying corrective force to correct the vehicle's deviation. This improves driving safety and the user's driving experience.

[0100] In addition, refer to Figure 7 This invention also provides a vehicle drift compensation device for coping with road changes, comprising: The road segment identification module 101 is used to obtain the current location information of the vehicle and identify the road segment that the vehicle will travel on as the target road segment based on the current location information. The deviation prediction module 102 is used to obtain the first deviation information of the target driving segment. The first deviation information is used to represent the proportion of vehicles that are in a deviation state on the target driving segment during a historical time period. When the first deviation information is greater than a first value, the target driving segment is determined to be a deviation risk segment. The compensation torque processing module 103 is used to obtain the compensation torque set of the target driving segment and the current vehicle information, and to determine the current compensation torque of the vehicle based on the compensation torque set and the current vehicle information. The vehicle deviation compensation control module 104 is used to compensate for vehicle deviation by using the current compensation torque when the vehicle is traveling on the target road segment.

[0101] The content of the above method embodiments is applicable to the device embodiments. The specific functions implemented by the device embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0102] In addition, embodiments of the present invention also provide a vehicle, which includes the above-described vehicle deviation compensation device for coping with road changes.

[0103] Similarly, the content of the above method embodiments is applicable to this vehicle embodiment. The specific functions implemented in this vehicle embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0104] Understandably, the vehicle can be a private car, such as a sedan, sport utility vehicle (SUV), multi-purpose vehicle (MPV), or pickup truck, or a commercial vehicle, such as a van, bus, small truck, or large trailer, or a gasoline vehicle or a new energy vehicle such as a hybrid or pure electric vehicle.

[0105] In some alternative embodiments, the functions / operations mentioned in the block diagrams may not occur in the order shown in the operation diagrams. For example, depending on the functions / operations involved, two consecutively shown blocks may actually be executed substantially simultaneously, or the blocks may sometimes be executed in reverse order. Furthermore, the embodiments presented and described in the flowcharts of this invention are provided by way of example to provide a more comprehensive understanding of the technology. The disclosed methods are not limited to the operations and logic flows presented herein. Alternative embodiments are contemplated in which the order of various operations is altered and sub-operations described as part of a larger operation are executed independently.

[0106] Furthermore, although the invention has been described in the context of functional modules, it should be understood that, unless otherwise stated, one or more of the functions and / or features may be integrated into a single physical device and / or software module, or one or more functions and / or features may be implemented in a separate physical device or software module. It is also understood that a detailed discussion of the actual implementation of each module is unnecessary for understanding the invention. Rather, given the properties, functions, and internal relationships of the various functional modules in the apparatus disclosed herein, the actual implementation of the module will be understood within the scope of conventional skill of an engineer. Therefore, those skilled in the art can implement the invention as set forth in the claims using ordinary techniques without excessive experimentation. It is also understood that the specific concepts disclosed are merely illustrative and not intended to limit the scope of the invention, which is determined by the full scope of the appended claims and their equivalents.

[0107] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several programs to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0108] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequential list of executable programs for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, a program execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can retrieve and execute a program from or in conjunction with such a program execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can mean any means that can contain, store, communicate, propagate, or transmit a program for use by or in conjunction with a program execution system, apparatus, or device.

[0109] More specific examples of computer-readable media (a non-exhaustive list) include: electrical connections (electronic devices) having one or more wires, portable computer disk drives (magnetic devices), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Furthermore, computer-readable media can even be paper or other suitable media on which the program can be printed, because the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in computer memory.

[0110] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable program execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0111] In the foregoing description of this specification, references to terms such as "one embodiment," "another embodiment," or "some embodiments" indicate that a specific feature, structure, material, or characteristic described in connection with an embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0112] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

[0113] The above is a detailed description of the preferred embodiments of the present invention. However, the present invention is not limited to the embodiments described. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of the present invention. All such equivalent modifications or substitutions are included within the scope defined by the claims of the present invention.

Claims

1. A method for compensating for vehicle deviation in response to road changes, characterized in that, Includes the following steps: Obtain the vehicle's current location information, and based on the current location information, identify the road segment that the vehicle is about to travel as the target road segment; Obtain first deviation information of the target driving segment, wherein the first deviation information is used to characterize the proportion of vehicles that are in a deviation state on the target driving segment during a historical time period. When the first deviation information is greater than the first value, it is determined that the target driving section belongs to the deviation risk section; Obtain the set of compensation torques for the target driving segment and the current vehicle information, and determine the current compensation torque of the vehicle based on the set of compensation torques and the current vehicle information; When the vehicle is traveling on the target road segment, the current compensation torque is used to compensate for vehicle deviation.

2. The vehicle deviation compensation method for road changes according to claim 1, characterized in that, The step of obtaining the first deviation information of the target driving segment includes: Vehicles that travel on the target road segment within a historical time period are identified as first historical vehicles. Then, historical vehicle information and historical vehicle signals of the first historical vehicles are acquired. When the historical vehicle signal of the first historical vehicle is valid, the first historical vehicle is determined to be in a deviation state based on the historical vehicle information of the first historical vehicle, and the first historical vehicle in the deviation state is selected as the second historical vehicle. The ratio of the number of the second historical vehicles to the number of the first historical vehicles is calculated as the first deviation information of the target driving segment.

3. The vehicle deviation compensation method for road changes according to claim 2, characterized in that, The step of obtaining the historical vehicle information and historical vehicle signals of the first historical vehicle includes: The historical driving speed, historical steering wheel angle, historical angular velocity, and historical hand torque of the first historical vehicle are obtained as the historical vehicle information of the first historical vehicle. The historical vehicle speed signal, historical steering wheel angle signal, historical steering speed signal, and historical hand torque signal of the first historical vehicle are obtained as the historical whole vehicle signal of the first historical vehicle.

4. The vehicle deviation compensation method for road changes according to claim 3, characterized in that, The step of determining that the first historical vehicle is in a deviation state based on the historical vehicle information of the first historical vehicle includes: When the first historical vehicle meets the first condition, and the duration of the first historical vehicle meeting the first condition is greater than or equal to the second value, it is determined that the first historical vehicle is in a deviation state. The first condition includes: the historical driving speed is less than or equal to a first speed threshold and greater than or equal to a second speed threshold; the historical turning angle is less than or equal to a first turning angle threshold and greater than or equal to a second turning angle threshold; the historical turning speed is less than or equal to a first rotational speed threshold and greater than or equal to a second rotational speed threshold; and the historical hand torque is less than or equal to a first torque threshold and greater than or equal to a second torque threshold.

5. The vehicle deviation compensation method for road changes according to claim 1, characterized in that, The step of obtaining the compensation torque set of the target driving segment and the current vehicle information, and determining the current compensation torque of the vehicle based on the compensation torque set and the current vehicle information, includes: The vehicle's current speed is obtained as the vehicle's current overall information, and the set of compensation torques for the target driving segment is obtained, wherein the set of compensation torques includes multiple target compensation torques, and each target compensation torque corresponds one-to-one with the driving speed. The target compensation torque corresponding to the current driving speed is extracted from the set of compensation torques and used as the current compensation torque of the vehicle.

6. The vehicle deviation compensation method for road changes according to claim 1, characterized in that, When the vehicle is traveling on the target road segment, the method of using the current compensation torque to compensate for vehicle deviation includes: When a vehicle is traveling on the target driving section, the current compensation torque is used to compensate for the vehicle's deviation, and the second deviation information of the target driving section is obtained. The second deviation information is used to characterize the proportion of vehicles that have ended their deviation state while traveling on the target driving section during the historical time period. When the second deviation information is greater than the third value, it is determined that the target driving section is not a deviation risk section, and the current compensation torque is cancelled.

7. A vehicle drift compensation method for adapting to road changes according to claim 6, characterized in that, The acquisition of the second deviation information of the target driving segment includes: The vehicle that travels on the target road segment during the historical time period is selected as the first historical vehicle, and the first historical vehicle that meets the second condition and whose duration of meeting the second condition is greater than or equal to the fourth value is selected as the third historical vehicle. The second condition includes: the historical angular velocity of the steering wheel of the first historical vehicle is less than or equal to the third speed threshold and greater than or equal to the fourth speed threshold, and the historical angle of the steering wheel of the first historical vehicle is less than or equal to the third angle threshold and greater than or equal to the fourth angle threshold. The ratio of the number of the third historical vehicles to the number of the first historical vehicles is calculated as the second deviation information of the target driving segment.

8. A vehicle drift compensation method for adapting to road changes according to claim 6, characterized in that, The method of using the current compensation torque to compensate for vehicle deviation when the vehicle is traveling on the target road segment also includes: When the second deviation information is less than or equal to the third value, it is determined that the target driving segment is a deviation risk segment, and the process returns to the step of obtaining the second deviation information of the target driving segment until the vehicle leaves the target driving segment, at which point the current compensation torque is cancelled.

9. A vehicle drift compensation device for adapting to road changes, characterized in that, include: The road segment identification module is used to obtain the vehicle's current location information and, based on the current location information, identify the road segment that the vehicle will travel on as the target road segment. The deviation prediction module is used to obtain the first deviation information of the target driving segment, wherein the first deviation information is used to characterize the proportion of vehicles that are in a deviation state on the target driving segment during a historical time period. When the first deviation information is greater than a first value, the target driving segment is determined to be a deviation risk segment. The compensation torque processing module is used to obtain the compensation torque set of the target driving segment and the current vehicle information, and to determine the current compensation torque of the vehicle based on the compensation torque set and the current vehicle information. The vehicle drift compensation control module is used to compensate for vehicle drift by using the current compensation torque when the vehicle is traveling on the target road segment.

10. A vehicle, characterized in that, Includes a vehicle drift compensation device for responding to road changes as described in claim 9.

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