A steering wheel return method and device, vehicle and storage medium

Abstract

The application relates to a steering wheel returning method and device, a vehicle and a storage medium. The method comprises the following steps: when the vehicle is parked and the steering wheel is not in a returning state, target road information of a road where the vehicle is located and target vehicle information corresponding to the vehicle are acquired; a preset offset angle is corrected according to the target road information and the target vehicle information, so that a target offset angle is obtained; the steering wheel is controlled according to the target offset angle, so that the rebound force generated by a tire in the steering wheel returning process is offset; and after the rebound force generated by the tire is offset, the steering wheel is controlled to return, so that the steering wheel is in the returning state. The application realizes dynamic adjustment of the preset offset angle, controls the steering wheel to return by using the adjusted preset offset angle, improves the accuracy of the steering wheel returning control, and reduces the wear of the tire.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a steering wheel returning method and device, a vehicle and a storage medium. BACKGROUND

[0002] With the development of vehicle intelligence, the automatic parking system in the vehicle is also developing. The automatic parking system can realize automatic parking of the vehicle in a no-driver state. At present, after completing the automatic parking of the vehicle, in order to reduce the lateral pressure borne by the tire in the vehicle and reduce the wear degree of the tire, the steering wheel is usually returned to zero degrees. At present, in order to return the steering wheel to zero degrees, a preset offset angle is calibrated, and when the steering wheel is not in a returning state, the steering wheel is controlled to rotate based on the calibrated offset angle to offset the rebound force generated by the tire in the steering wheel returning process, so as to control the steering wheel to return to zero degrees after the rebound force is offset. However, external factors and factors of the vehicle itself have a certain influence on the calibrated offset angle, and if the above factors are not considered in the control of the steering wheel returning, the accuracy of the steering wheel returning control will be affected, and the wear of the tire will be increased. SUMMARY

[0003] One of the purposes of the present application is to provide a steering wheel returning method which realizes dynamic adjustment of a preset offset angle and controls the steering wheel to return by using the adjusted preset offset angle, improves the accuracy of the steering wheel returning control and reduces the wear of the tire; the second purpose of the present application is to provide a steering wheel returning device; the third purpose of the present application is to provide a vehicle; and the fourth purpose of the present application is to provide a storage medium.

[0004] In order to achieve the above-mentioned purposes, in a first aspect, the present application provides a steering wheel returning method, comprising:

[0005] When the vehicle parking is completed and the steering wheel in the vehicle is not in a returning state, obtaining target road information of a road where the vehicle is located and target vehicle information corresponding to the vehicle;

[0006] According to the target road information and the target vehicle information, correcting a preset offset angle to obtain a target offset angle, the preset offset angle being used to offset the rebound force generated by a tire in the vehicle in the steering wheel returning process;

[0007] According to the target offset angle, controlling the steering wheel to offset the rebound force generated by the tire in the steering wheel returning process;

[0008] After the rebound force generated by the tire is offset, controlling the steering wheel to return, so that the steering wheel is in a returning state.

[0009] Optionally, the target road information comprises a target road type and a target road wetness, and the target vehicle information comprises a first steering wheel angle of the steering wheel, the first steering wheel angle being used to represent a maximum angle of the steering wheel in a process from starting parking to completing parking of the vehicle.

[0010] The preset offset angle is corrected according to the target road information and the target vehicle information to obtain a target offset angle.

[0011] A first correction angle corresponding to the target road type is determined, a second correction angle corresponding to the target road wetness is determined, and a third correction angle corresponding to the first steering wheel angle is determined.

[0012] A first target sum value is determined according to a sum of the first correction angle, the second correction angle, the third correction angle, and the preset offset angle.

[0013] The first target sum value is determined as the target offset angle.

[0014] Optionally, the first correction angle corresponding to the target road type is determined by:

[0015] The first correction angle corresponding to the target road type is determined from a first association relationship, the first association relationship storing a plurality of corresponding relationships between road types and correction angles.

[0016] The second correction angle corresponding to the target road wetness is determined by:

[0017] According to the target road wetness, a target wet-slip degree of the target road is determined.

[0018] The second correction angle corresponding to the target wet-slip degree is determined from a second association relationship, the second association relationship storing a plurality of corresponding relationships between wet-slip degrees and correction angles.

[0019] The third correction angle corresponding to the first steering wheel angle is determined by:

[0020] A second steering wheel angle of the steering wheel is obtained, the second steering wheel angle being used to represent a maximum angle of the steering wheel allowed to rotate.

[0021] According to the first steering wheel angle and the second steering wheel angle, the third correction angle corresponding to the first steering wheel angle is determined.

[0022] Optionally, the target road information further comprises a target road slope, and the target vehicle information further comprises an actual weight of the vehicle.

[0023] Before performing the determining a sum value between the first correction angle, the second correction angle, the third correction angle and the preset offset angle to obtain a first target sum value, the method further comprises:

[0024] determining a fourth correction angle corresponding to the target road slope and determining a fifth correction angle corresponding to the actual weight;

[0025] The determining a sum value between the first correction angle, the second correction angle, the third correction angle and the preset offset angle to obtain a first target sum value comprises:

[0026] The determining a sum value between the first correction angle, the second correction angle, the third correction angle, the fourth correction angle, the fifth correction angle and the preset offset angle to obtain a first target sum value.

[0027] Optionally, the determining the fourth correction angle corresponding to the target road slope comprises:

[0028] When the target road slope is less than a preset road slope, determining a fourth correction angle corresponding to the target road slope according to the target road slope and the preset road slope, the preset road slope being used to represent an upper limit value of the target road slope corresponding to the preset offset angle needing to be corrected;

[0029] The determining the fifth correction angle corresponding to the actual weight comprises:

[0030] Obtaining a first weight and a second weight of the vehicle, the first weight being used to represent a weight corresponding to the vehicle when being empty, and the second weight being used to represent a weight corresponding to the vehicle when being fully loaded;

[0031] Determining a fifth correction angle corresponding to the actual weight according to the actual weight, the first weight and the second weight.

[0032] Optionally, the target road information corresponds to a first membership function, and the target vehicle information corresponds to a second membership function;

[0033] The correcting a preset offset angle according to the target road information and the target vehicle information to obtain a target offset angle comprises:

[0034] Determining a first fuzzy value set corresponding to the target road information according to the first membership function;

[0035] Determining a second fuzzy value set corresponding to the target vehicle information according to the second membership function;

[0036] performing fuzzy reasoning on the first fuzzy value set and the second fuzzy value set according to a preset fuzzy rule set to obtain a fuzzy reasoning result, each preset fuzzy rule in the preset fuzzy rule set being used to indicate a rule between road information, vehicle information and a correction angle;

[0037] de-fuzzifying the fuzzy reasoning result to obtain a target correction angle;

[0038] correcting a preset offset angle by using the target correction angle to obtain a target offset angle.

[0039] Optionally, the control of the steering wheel to return to the normal state includes:

[0040] outputting a first preset angle to control the steering wheel to return to the normal state, the first preset angle being zero;

[0041] when a duration of the control of the steering wheel to return to the normal state reaches a first preset duration, acquiring a third steering wheel angle of the steering wheel at present;

[0042] determining an absolute value of a difference between the third steering wheel angle and the first preset angle to obtain a first difference value;

[0043] when the first difference value is less than or equal to a second preset angle, determining that the steering wheel is in the normal state.

[0044] Optionally, the control of the steering wheel according to the target offset angle to offset the rebound force generated by the tire in the process of the return of the steering wheel includes:

[0045] determining a first direction corresponding to the steering wheel at present and determining an opposite direction of the first direction to obtain a second direction corresponding to the steering wheel;

[0046] controlling the steering wheel to rotate to the second direction according to the target offset angle to offset the rebound force generated by the tire in the process of the return of the steering wheel.

[0047] To achieve the above-mentioned purpose, in a second aspect, the present application provides a steering wheel returning device, comprising:

[0048] an acquisition module, configured to acquire target road information of a road where a vehicle is located and target vehicle information corresponding to the vehicle when the vehicle is parked and a steering wheel in the vehicle is not in a normal state;

[0049] a correction module, configured to correct a preset offset angle according to the target road information and the target vehicle information, so as to obtain a target offset angle, the preset offset angle being used to offset the rebound force generated by the tire in the steering wheel returning process;

[0050] a control module, configured to control the steering wheel according to the target offset angle, so as to offset the rebound force generated by the tire in the steering wheel returning process;

[0051] The control module is further configured to control the steering wheel to return after the rebound force generated by the tire is offset, so that the steering wheel is in a returning state.

[0052] To achieve the above object, in a third aspect, the present application also provides a vehicle, comprising: a processor and a memory, the processor being configured to execute a steering wheel returning program stored in the memory, so as to implement the steering wheel returning method as described above.

[0053] To achieve the above object, in a fourth aspect, the present application also provides a storage medium, the storage medium storing one or more programs, the one or more programs being executable by one or more processors, so as to implement the steering wheel returning method as described above.

[0054] The present application has the following beneficial effects: the present application provides a steering wheel returning method, when the vehicle is parked and the steering wheel in the vehicle is not in a returning state, target road information of a road where the vehicle is located and target vehicle information corresponding to the vehicle are obtained, a preset offset angle used to offset the rebound force generated by the tire in the steering wheel returning process is corrected according to the target road information and the target vehicle information, so as to obtain a target offset angle, the steering wheel is controlled according to the target offset angle, so as to offset the rebound force generated by the tire in the steering wheel returning process, and the steering wheel is controlled to return after the rebound force generated by the tire is offset, so that the steering wheel is in a returning state, so that the preset offset angle is corrected according to the road and the influence of the vehicle itself on the preset offset angle, the dynamic adjustment of the preset offset angle is realized, the steering wheel is controlled to return by using the adjusted preset offset angle, the accuracy of the steering wheel returning control is improved, and the wear of the tire is reduced. BRIEF DESCRIPTION OF DRAWINGS

[0055] Figure 1 a flowchart showing a steering wheel returning method provided by an embodiment of the present application;

[0056] Figure 2 a flowchart showing another steering wheel returning method provided by an embodiment of the present application;

[0057] Figure 3A flow diagram of another steering wheel return method provided by the embodiment of the present application is shown.

[0058] Figure 4 A structure diagram of still another steering wheel return method provided by the embodiment of the present application is shown.

[0059] Figure 5 A structure diagram of a steering wheel return device provided by the embodiment of the present application is shown.

[0060] Figure 6 A structure diagram of a vehicle provided by the embodiment of the present application is shown.

[0061] Wherein:

[0062] 10, acquisition module; 20, correction module; 30, control module;

[0063] 600, vehicle; 601, processor; 602, memory; 6021, operating system; 6022, application program; 603, user interface; 604, network interface; 605, bus system. DETAILED DESCRIPTION

[0064] The present application will be described in more detail by the following embodiments with reference to the drawings. Other advantages and effects of the present application will be easily understood by those skilled in the art from the disclosure of this specification. The present application can be implemented or applied in other different specific embodiments, and the details in the specification can be modified or changed based on different views and applications without departing from the spirit of the present application. It should be understood that the preferred embodiments are only for illustrating the present application, but not for limiting the protection scope of the present application.

[0065] It should be noted that the diagrams provided in the following embodiments only schematically illustrate the basic concept of the present application, and only the components related to the present application are shown in the diagrams, but not drawn according to the number, shape and size of the components in actual implementation. The type, number and ratio of the components in actual implementation can be randomly changed, and the layout type of the components can be more complex.

[0066] In order to facilitate the understanding of the embodiments of the present application, the following will be further explained and described in specific embodiments with reference to the accompanying drawings. The embodiments do not constitute a limitation on the embodiments of the present application.

[0067] Reference Figure 1 , Figure 1 A flow diagram of a steering wheel return method provided by the embodiment of the present application is shown. The steering wheel return method provided by the embodiment of the present application includes the following steps:

[0068] S101: Obtain target road information of a road where the vehicle is located and target vehicle information corresponding to the vehicle when the vehicle parking is completed and a steering wheel is not in a straightening state.

[0069] In this embodiment, the steering wheel is arranged in the vehicle. The completion of the vehicle parking can be understood as that the vehicle has completely entered the parking space and the vehicle body is parallel to the parking space. The steering wheel not being in the straightening state can be understood as that the absolute value of the difference between the current angle of the steering wheel and zero degrees is greater than a third preset angle. The third preset angle can be set according to actual needs, and the specific value of the third preset angle is not limited in this embodiment, for example, the third preset angle can be 2°. When the vehicle parking is completed and the steering wheel is not in the straightening state, the tire of the vehicle will increase the wear of the tire due to the force, thereby affecting the safety of subsequent vehicle driving. Therefore, in order to avoid the above problems, the steering wheel needs to be controlled after the vehicle parking is completed, so that the steering wheel is in the straightening state.

[0070] The target road information includes a target road type, a target road humidity and a target road slope. Specifically, an image acquisition device, a humidity acquisition device and a slope sensor are arranged in the vehicle. The road image of the target road where the vehicle is located is acquired by the image acquisition device, and the trained road detection model is used to detect the acquired road image to obtain the target road type of the target road. The road detection model can be obtained by training a large number of road image samples. The target road type can include an epoxy floor type, an asphalt type and a cement type, etc. The humidity sensor can be arranged at the bottom of the vehicle, and the humidity of the target road is acquired by the humidity sensor to obtain the target road humidity. The slope of the target road is acquired by the slope sensor to obtain the target road slope.

[0071] In addition, the target vehicle information includes a first steering wheel angle of the steering wheel and an actual weight of the vehicle. The first steering wheel angle is used to represent the maximum angle of the steering wheel during the process from the start of the parking to the completion of the parking. An angle acquisition device is arranged in the vehicle, and the first steering wheel angle of the steering wheel is acquired by the angle acquisition device during the parking process of the vehicle, and the acquired first steering wheel angle is stored, so that the first steering wheel angle is acquired from the position where the first steering wheel angle is stored when the vehicle parking is completed and the steering wheel is not in the straightening state. A weight sensor is also arranged in the vehicle, and the actual weight of the current vehicle is acquired by the weight sensor. It should be noted that the start of the parking can be understood as that the time corresponding to the parking instruction is the time when the parking starts.

[0072] S102: Correct a preset offset angle according to the target road information and the target vehicle information to obtain a target offset angle.

[0073] In this embodiment, the preset offset angle is used to offset the rebound force generated by the tire in the vehicle during the steering wheel return process. After obtaining the target road information of the target road where the vehicle is located and the target vehicle information corresponding to the vehicle, since the target road information and the target vehicle information will have a certain influence on the preset offset angle, in order to ensure the accuracy of subsequent steering wheel return control and reduce the wear degree of the tire, the preset offset angle is dynamically adjusted according to the target road information and the target vehicle information in this embodiment to obtain a target offset angle.

[0074] The preset offset angle is an offset angle calibrated by relevant personnel under corresponding test conditions. Specifically, the preset offset angle can be determined by the following method:

[0075] After selecting a road of different road types to park the vehicle, the steering wheel of the vehicle is manually returned. The automatic calibration program is started, the steering wheel speed is set to the speed used in the automatic parking process, the longitudinal control request gear is set to R gear, the request torque is set to keep the vehicle speed at a preset speed (for example, 2 km / h), the lateral control request steering wheel angle is X, and the steering wheel angle curve reaches a steady state. Then, the longitudinal control starts to normally reduce the speed and stop, and the lateral control steering wheel angle request is 0 degree. After the steering wheel is stationary, the control of the steering wheel is exited, the steering wheel is rebounded, the steering wheel rebound curve is analyzed, and the steering wheel angle value in the curve graph reaching the steady state is read. The steering wheel angle value X is 100, 200, 300, 400, the maximum positive angle of the steering wheel, -100, -200, -300, -400, the maximum negative angle of the steering wheel, respectively. After multiple tests, the average value of the statistical results is obtained to obtain the steering wheel return offset angle, that is, the preset offset angle.

[0076] It should be noted that the preset offset angle is actually a relative angle value between the steering wheel angle and zero degree.

[0077] S103: Control the steering wheel according to the target offset angle to offset the rebound force generated by the tire during the steering wheel return process.

[0078] In this embodiment, after the preset offset angle is corrected to obtain the target offset angle, the target offset angle can be used to control the steering wheel in the reverse direction, so as to offset the rebound force generated by the tire during the steering wheel return process. Therefore, when the steering wheel is controlled to return to zero degree, the influence of the rebound force generated by the tire is reduced, so that the steering wheel is more accurately returned to zero degree, and the wear degree of the tire is reduced.

[0079] S104: After the rebound force generated by the tire is offset, the steering wheel is controlled to return, so that the steering wheel is in a return state.

[0080] In the embodiment, after the steering wheel is controlled in reverse by the target offset angle to offset the rebound force generated by the tire, a steering wheel return request can be output at this time, and the steering wheel is controlled to return to zero according to the steering wheel return request.

[0081] The steering wheel return method provided in the embodiment is used for correcting a preset offset angle according to target road information of a road where a vehicle is located and target vehicle information corresponding to the vehicle, when the vehicle is parked and the steering wheel is not in a return state, to obtain a target offset angle, and controlling the steering wheel according to the target offset angle to offset the rebound force generated by the tire in the steering wheel return process, and controlling the steering wheel to return to zero after the rebound force generated by the tire is offset, so that the preset offset angle is corrected according to the road and the vehicle itself, the dynamic adjustment of the preset offset angle is realized, the adjusted preset offset angle is used for return control of the steering wheel, and the accuracy of the return control of the steering wheel is improved and the wear of the tire is reduced.

[0082] Reference Figure 2 , Figure 2 The flowchart of another steering wheel return method provided in the embodiment is as follows.

[0083] S201: When the vehicle is parked and the steering wheel is not in a return state, target road information of a road where the vehicle is located and target vehicle information corresponding to the vehicle are obtained.

[0084] In the embodiment, the step S201 is consistent with the step S101, and details can be referred to the description of the step S101, which will not be repeated here.

[0085] S202: A first correction angle corresponding to the target road type is determined, a second correction angle corresponding to the target road humidity is determined, and a third correction angle corresponding to the first steering wheel angle is determined.

[0086] S203: A sum value between the first correction angle, the second correction angle, the third correction angle and the preset offset angle is determined to obtain a first target sum value.

[0087] S204: The first target sum value is determined as the target offset angle.

[0088] For the S202 step to the S204 step, when the target road information includes the target road type and the target road humidity and the target vehicle information includes the first steering wheel angle, a first correction angle corresponding to the target road type, a second correction angle corresponding to the target road humidity, and a third correction angle corresponding to the first steering wheel angle can be determined, so that the preset offset angle is corrected by using the first correction angle, the second correction angle, and the third correction angle, and then the target offset angle is obtained. When the preset offset angle is corrected by using the first correction angle, the second correction angle, and the third correction angle, the sum value between the first correction angle, the second correction angle, the third correction angle, and the preset offset angle can be determined, so as to obtain the target offset angle.

[0089] In the above, the first correction angle corresponding to the target road type is determined, including:

[0090] The first correction angle corresponding to the target road type is determined from the first correlation relationship, and the first correlation relationship stores a plurality of corresponding relationships between road types and correction angles.

[0091] In the above, the first correction angle corresponding to the target road type is determined, including:

[0092] In the above, the second correction angle corresponding to the target road humidity is determined, including:

[0093] According to the target road humidity, the target wet slip degree of the target road is determined.

[0094] The second correction angle corresponding to the target wet slip degree is determined from the second correlation relationship, and the second correlation relationship stores a plurality of corresponding relationships between wet slip degrees and correction angles.

[0095] In the above, the second correction angle corresponding to the target road humidity is determined, including:

[0096] In the above, the third correction angle corresponding to the first steering wheel angle is determined, including:

[0097] a second steering wheel angle of the steering wheel, the second steering wheel angle being used to represent a maximum angle of rotation of the steering wheel allowed;

[0098] determining a third correction angle corresponding to the first steering wheel angle according to the first steering wheel angle and the second steering wheel angle.

[0099] The second steering wheel angle is pre-stored in the vehicle, and when it is necessary to determine the third correction angle corresponding to the first steering wheel angle, the second steering wheel angle can be obtained from the vehicle to determine the third correction angle corresponding to the first steering wheel angle according to the first steering wheel angle and the second steering wheel angle.

[0100] Specifically, the first steering wheel angle can be denoted as Ang1, and the second steering wheel angle can be denoted as Ang2, and the first steering wheel angle and the second steering wheel angle are input into a first angle correction formula to obtain the third correction angle CA3 corresponding to the first steering wheel angle, and the first angle correction formula specifically includes:

[0101]

[0102] In the embodiment, the target offset angle can be represented by the following formula:

[0103] Ang 目 = Ang 预 + CA1 + CA2 + CA3

[0104] In the above formula, Ang 目 represents the target offset angle; Ang 预 represents a preset offset angle; CA1 represents the first correction angle; CA2 represents the second correction angle; and CA3 represents the third correction angle.

[0105] S205: controlling the steering wheel according to the target offset angle to offset the rebound force generated by the tire in the steering wheel return process.

[0106] In the embodiment, the step of controlling the steering wheel according to the target offset angle to offset the rebound force generated by the tire in the steering wheel return process in S205 includes:

[0107] determining a first direction corresponding to the current steering wheel and determining an opposite direction of the first direction to obtain a second direction corresponding to the steering wheel;

[0108] controlling the steering wheel to rotate in the second direction based on the target offset angle to offset the rebound force generated by the tire in the steering wheel return process.

[0109] Wherein, after the preset offset angle is corrected to obtain the target offset angle, the first direction corresponding to the current steering wheel can be determined according to the positive or negative relationship between the angle of the current steering wheel and zero. The first direction can be a positive direction, and the first direction can also be a negative direction. When the angle of the current steering wheel is greater than zero, it can be represented that the first direction is a positive direction; when the angle of the current steering wheel is less than zero, it can be represented that the first direction is a negative direction. When the first direction is a positive direction, the second direction is a negative direction; when the first direction is a negative direction, the second direction is a positive direction. After the second direction is determined, the angle control request can be output based on the target offset angle to control the steering wheel to rotate the target offset angle in the second direction, so as to offset the rebound force generated by the tire in the steering wheel return process.

[0110] Specifically, after the steering wheel is controlled to rotate the target offset angle in the second direction, the angle of the current steering wheel can be obtained. When the absolute value of the difference between the angle of the current steering wheel and the target offset angle is less than or equal to a fourth preset angle, it can be determined that the rebound force generated in the steering wheel return process is offset. When the absolute value of the difference between the angle of the current steering wheel and the target offset angle is greater than the fourth preset angle, the steering wheel can be continuously controlled to rotate the target offset angle in the second direction, until the absolute value of the difference between the angle of the current steering wheel and the target offset angle is less than or equal to the fourth preset angle, so as to realize the offset of the rebound force generated in the steering wheel return process. The fourth preset angle can be set according to actual needs, and the fourth preset angle is not limited in the embodiment. For example, the fourth preset angle can be 2°.

[0111] S206: After completing the offset of the rebound force generated by the tire, the steering wheel is controlled to return, so that the steering wheel is in a return state.

[0112] In the embodiment, after completing the offset of the rebound force generated by the tire in the step S206, the steering wheel is controlled to return, so that the steering wheel is in a return state, which specifically includes:

[0113] A first preset angle is output to control the steering wheel to return, and the first preset angle is zero degree;

[0114] When the duration of controlling the steering wheel to return reaches a first preset duration, a third steering wheel angle of the current steering wheel is obtained;

[0115] The absolute value of the difference between the third steering wheel angle and the first preset angle is determined to obtain a first difference;

[0116] When the first difference is less than or equal to a second preset angle, it is determined that the steering wheel is in a return state.

[0117] Wherein, after the step S205 is executed to offset the rebound force generated by the tire, the first preset angle can be output to control the steering wheel to return, when the duration of the steering wheel returning is greater than the first preset duration, the third steering wheel angle of the current steering wheel is obtained, when the absolute value of the difference between the third steering wheel angle and the first preset angle is less than or equal to the second preset angle, it is indicated that the current steering wheel has returned, that is, the steering wheel has returned to the returning state; when the absolute value of the difference between the third steering wheel angle and the first preset angle is greater than the second preset angle, the steering wheel continues to return until the steering wheel is in the returning state. The second preset angle can be set according to actual needs, and the specific value of the second preset angle is not limited in the embodiment. For example, the second preset angle can be 2°.

[0118] The method for returning the steering wheel provided in the embodiment, when the vehicle is parked and the steering wheel is not in the returning state, target road information of the road where the vehicle is located and target vehicle information corresponding to the vehicle are obtained, the target offset angle is obtained by correcting the preset offset angle used to offset the rebound force generated by the tire in the process of returning the steering wheel according to the target road information and the target vehicle information, and the steering wheel is controlled according to the target offset angle to offset the rebound force generated by the tire in the process of returning the steering wheel. After the rebound force generated by the tire is offset, the steering wheel is controlled to return so that the steering wheel is in the returning state, so that the preset offset angle is corrected according to the influence of the road and the vehicle itself on the preset offset angle, the dynamic adjustment of the preset offset angle is realized, and the accuracy of the returning control of the steering wheel is improved and the wear of the tire is reduced.

[0119] Reference Figure 3 , Figure 3 The flowchart of another method for returning the steering wheel provided in the embodiment is provided. The method for returning the steering wheel provided in the embodiment comprises the following steps:

[0120] S301: When the vehicle is parked and the steering wheel is not in the returning state, target road information of the road where the vehicle is located and target vehicle information corresponding to the vehicle are obtained.

[0121] In the embodiment, the step S301 is consistent with the step S201 described above, and the step S201 is described above, which will not be repeated here.

[0122] S302: Determine the first correction angle corresponding to the target road type, determine the second correction angle corresponding to the target road humidity, determine the third correction angle corresponding to the first steering wheel angle, determine the fourth correction angle corresponding to the target road slope, and determine the fifth correction angle corresponding to the actual weight.

[0123] S303: Determine the sum value between the first correction angle, the second correction angle, the third correction angle, the fourth correction angle, the fifth correction angle and the preset offset angle to obtain a first target sum value.

[0124] S304: Determine the first target sum value as the target offset angle.

[0125] For the above S302 step to S304 step, the determination manner of the first correction angle, the second correction angle and the third correction angle is consistent with the above, and the determination manner of the first correction angle, the second correction angle and the third correction angle is not described in this embodiment. When the target road information further includes a target road slope and the target vehicle information further includes an actual weight of the vehicle, a fourth correction angle corresponding to the target road slope is further determined and a fifth correction angle corresponding to the actual weight is further determined, so that the preset offset angle is corrected by using the first correction angle, the second correction angle, the third correction angle, the fourth correction angle and the fifth correction angle, and then the target offset angle is obtained, so as to further improve the accuracy of subsequent steering wheel return control. When the preset offset angle is corrected by using the first correction angle, the second correction angle, the third correction angle, the fourth correction angle and the fifth correction angle, the sum value between the first correction angle, the second correction angle, the third correction angle, the fourth correction angle, the fifth correction angle and the preset offset angle can be determined, so as to obtain the target offset angle.

[0126] In the above, the fourth correction angle corresponding to the target road slope is determined, which includes:

[0127] When the target road slope is less than a preset road slope, the fourth correction angle corresponding to the target road slope is determined according to the target road slope and the preset road slope, and the preset road slope is used to represent an upper limit value corresponding to the target road slope which needs to correct the preset offset angle.

[0128] Wherein, the preset road slope can be set according to actual needs, and the specific value of the preset road slope is not limited in this embodiment. For example, the preset road slope can be 15. When the target road slope is less than the preset road slope, it represents that the target road slope needs to be used to correct the preset offset angle, and at this time the target road slope and the preset road slope are output to the second angle correction formula to obtain the fourth correction angle corresponding to the target road slope. The second angle correction formula specifically includes:

[0129]

[0130] In the above formula, CA4 represents the fourth correction angle; Slope represents the target road slope; Slope_pre represents the preset road slope.

[0131] In the above, the fifth correction angle corresponding to the actual weight is determined, comprising:

[0132] The first weight and the second weight of the vehicle are obtained, the first weight being used to represent the weight corresponding to the vehicle when it is empty, and the second weight being used to represent the weight corresponding to the vehicle when it is fully loaded;

[0133] According to the actual weight, the first weight and the second weight, the fifth correction angle corresponding to the actual weight is determined.

[0134] The first weight and the second weight are pre-stored in the vehicle, and when the preset offset angle is corrected by using the actual weight, the first weight and the second weight can be obtained from the vehicle, so as to obtain the actual weight. The first weight and the second weight are input into the third angle correction formula to obtain the fifth correction angle corresponding to the actual weight, and the third angle correction formula specifically comprises:

[0135]

[0136] In the above formula, CA5 represents the fifth correction angle; G 实际 represents the actual weight; G1 represents the first weight; and G2 represents the first weight.

[0137] In the embodiment, the target offset angle can be represented by the following formula:

[0138] Ang 目 = Ang 预 + CA1 + CA2 + CA3 + CA4 + CA5

[0139] In the above formula, Ang 目 represents the target offset angle; Ang 预 represents the preset offset angle; CA1 represents the first correction angle; CA2 represents the second correction angle; CA3 represents the third correction angle; CA4 represents the fourth correction angle; and CA5 represents the fifth correction angle.

[0140] S305: According to the target offset angle, the steering wheel is controlled to offset the rebound force generated by the tire in the steering wheel return process.

[0141] S306: After the rebound force generated by the tire is offset, the steering wheel is controlled to return, so that the steering wheel is in the return state.

[0142] For the above S305 step and S306 step, the S305 step is consistent with the above S205 step, and the S306 step is consistent with the above S206 step, and specific reference can be made to the above S205 step and S206 step, which will not be described herein in the embodiment.

[0143] The steering wheel returning method provided in the embodiment is used for obtaining target road information of a road where a vehicle is located and target vehicle information corresponding to the vehicle when the vehicle parking is completed and the steering wheel is not in a returning state, correcting a preset offset angle used for offsetting a rebound force generated by a tire in a steering wheel returning process according to the target road information and the target vehicle information to obtain a target offset angle, and controlling the steering wheel according to the target offset angle to offset the rebound force generated by the tire in the steering wheel returning process. After the rebound force generated by the tire is offset, the steering wheel is controlled to return, so that the steering wheel is in the returning state. Therefore, the preset offset angle is corrected according to the influence of the road and the vehicle itself on the preset offset angle, the dynamic adjustment of the preset offset angle is realized, the steering wheel is controlled to return by using the adjusted preset offset angle, the accuracy of the steering wheel returning control is improved, and the tire wear is reduced.

[0144] Reference Figure 4 , Figure 4 The flowchart of still another steering wheel returning method provided in the embodiment is shown. The steering wheel returning method provided in the embodiment includes the following steps.

[0145] S401: When the vehicle parking is completed and the steering wheel is not in a returning state, target road information of a road where a vehicle is located and target vehicle information corresponding to the vehicle are obtained.

[0146] In the embodiment, the step S401 is consistent with the step S201, and details can be referred to the description of the step S201. The step S401 is not described herein.

[0147] S402: A first fuzzy value set corresponding to the target road information is determined according to a first membership function.

[0148] S403: A second fuzzy value set corresponding to the target vehicle information is determined according to a second membership function.

[0149] S404: The first fuzzy value set and the second fuzzy value set are subjected to fuzzy reasoning according to a preset fuzzy rule set to obtain a fuzzy reasoning result.

[0150] S405: The fuzzy reasoning result is de-fuzzied to obtain a target correction angle.

[0151] S406: The preset offset angle is corrected by using the target correction angle to obtain a target offset angle.

[0152] For the above S402 step-S406 step, each preset fuzzy rule in the preset fuzzy rule set is used to indicate the rule between the road information, the vehicle information and the correction angle. The target road information corresponds to a first membership function, and the target vehicle information corresponds to a second membership function. The specific form of the first membership function and the second membership function can be selected according to actual needs, and the specific form of the first membership function and the second membership function is not limited in the embodiment. Similarly, each preset fuzzy rule in the preset fuzzy rule set can be set in advance according to actual needs, which is not further described herein in the embodiment. It should be noted that when the target road information includes the target road type, the target road humidity and the target road slope, the target road type corresponds to the first membership function, the target road humidity corresponds to the first membership function, and the target road slope also corresponds to the first membership function. When the target vehicle information includes the first steering wheel angle and the actual weight, the first steering wheel angle corresponds to the second membership function, and the actual weight corresponds to the second membership function.

[0153] Wherein, on the basis of obtaining the target road information and the target vehicle information, the first fuzzy value set corresponding to the target road information can be obtained by using the first membership function, and the second fuzzy value set corresponding to the target vehicle information can be obtained by using the second membership function. Each first fuzzy value in the first fuzzy value set is used to represent the membership degree of the target road information, and each second fuzzy value in the second fuzzy value set is used to represent the membership degree of the target vehicle information. After obtaining the first fuzzy value set and the second fuzzy value set, each preset fuzzy rule in the preset fuzzy rule set can be used to perform fuzzy reasoning on the first fuzzy value set and the second fuzzy value set, so as to obtain the strength of each preset fuzzy rule in the preset fuzzy rule set, thereby obtaining the fuzzy reasoning result, and then using the existing defuzzification method to defuzzify the fuzzy reasoning result to obtain the target correction angle. The sum value between the target correction angle and the preset offset angle is determined as the target offset angle.

[0154] S407: According to the target offset angle, the steering wheel is controlled to offset the rebound force generated by the tire in the steering wheel return process.

[0155] S408: After completing the offset of the rebound force generated by the tire, the steering wheel is controlled to return, so that the steering wheel is in the return state.

[0156] For the above S407 step and S408 step, the S407 step is consistent with the above S205 step, and the S408 step is consistent with the above S206 step, and the specific can be referred to the above S205 step and S206 step, and the embodiment is not described herein.

[0157] The steering wheel returning method provided in the embodiment is used for correcting a preset offset angle for offsetting the rebound force of a tire in a steering wheel returning process, when the vehicle parking is completed and the steering wheel is not in a returning state, by obtaining target road information of a road where the vehicle is located and target vehicle information corresponding to the vehicle, obtaining a target offset angle according to the target road information and the target vehicle information, and controlling the steering wheel according to the target offset angle, so as to offset the rebound force of the tire in the steering wheel returning process. After the offset of the rebound force of the tire is completed, the steering wheel is controlled to return, so that the steering wheel is in the returning state. Therefore, the preset offset angle is corrected according to the influence of the road and the vehicle itself on the preset offset angle, the dynamic adjustment of the preset offset angle is realized, and the adjusted preset offset angle is used for returning control of the steering wheel, thereby improving the accuracy of the returning control of the steering wheel and reducing the wear of the tire.

[0158] Reference Figure 5 , Figure 5 A structure schematic diagram of a steering wheel returning device provided in the embodiment is shown in FIG. 1. The steering wheel returning device provided in the embodiment includes an obtaining module 10, a correcting module 20 and a controlling module 30. The obtaining module 10 is used for obtaining target road information of a road where the vehicle is located and target vehicle information corresponding to the vehicle, when the vehicle parking is completed and a steering wheel in the vehicle is not in a returning state. The correcting module 20 is used for correcting a preset offset angle according to the target road information and the target vehicle information, so as to obtain a target offset angle. The preset offset angle is used for offsetting the rebound force of a tire in the steering wheel returning process. The controlling module 30 is used for controlling the steering wheel according to the target offset angle, so as to offset the rebound force of the tire in the steering wheel returning process. The controlling module 30 is also used for controlling the steering wheel to return, so that the steering wheel is in the returning state, after the offset of the rebound force of the tire is completed.

[0159] In the embodiment, the target road information includes a target road type and a target road humidity, and the target vehicle information includes a first steering wheel angle of the steering wheel. The first steering wheel angle is used for representing the maximum angle of the steering wheel in the process from the start of the vehicle parking to the completion of the vehicle parking.

[0160] In the embodiment, the correcting module 20 is also used for:

[0161] determining a first correction angle corresponding to the target road type, determining a second correction angle corresponding to the target road humidity, and determining a third correction angle corresponding to the first steering wheel angle.

[0162] determining a sum value among the first correction angle, the second correction angle, the third correction angle and the preset offset angle to obtain a first target sum value;

[0163] determining the first target sum value as a target offset angle.

[0164] In the embodiment, the correction module 20 is further configured to:

[0165] determining a first correction angle corresponding to the target road type from a first association relationship, the first association relationship storing a plurality of corresponding relationships between road types and correction angles;

[0166] determining a second correction angle corresponding to the target wetness degree from a second association relationship, the second association relationship storing a plurality of corresponding relationships between wetness degrees and correction angles;

[0167] obtaining a second steering wheel angle of the steering wheel, the second steering wheel angle representing a maximum angle of rotation of the steering wheel;

[0168] determining a third correction angle corresponding to the first steering wheel angle according to the first steering wheel angle and the second steering wheel angle.

[0169] In the embodiment, the target road information further includes a target road slope, and the target vehicle information further includes an actual weight of the vehicle.

[0170] In the embodiment, the correction module 20 is further configured to:

[0171] determining a fourth correction angle corresponding to the target road slope and determining a fifth correction angle corresponding to the actual weight;

[0172] determining a sum value among the first correction angle, the second correction angle, the third correction angle, the fourth correction angle, the fifth correction angle and the preset offset angle to obtain a first target sum value.

[0173] In the embodiment, the correction module 20 is further configured to:

[0174] when the target road slope is less than a preset road slope, determining a fourth correction angle corresponding to the target road slope according to the target road slope and the preset road slope, the preset road slope representing an upper limit value of the target road slope corresponding to the preset offset angle to be corrected;

[0175] obtaining a first weight and a second weight of the vehicle, the first weight representing a weight corresponding to the vehicle when being empty, and the second weight representing a weight corresponding to the vehicle when being fully loaded.

[0176] According to the actual weight, the first weight and the second weight, a fifth correction angle corresponding to the actual weight is determined.

[0177] In this embodiment, the target road information corresponds to a first membership function, and the target vehicle information corresponds to a second membership function.

[0178] In this embodiment, the correction module 20 is further configured to:

[0179] According to the first membership function, a first fuzzy value set corresponding to the target road information is determined;

[0180] According to the second membership function, a second fuzzy value set corresponding to the target vehicle information is determined;

[0181] According to a preset fuzzy rule set, the first fuzzy value set and the second fuzzy value set are subjected to fuzzy reasoning to obtain a fuzzy reasoning result, each preset fuzzy rule in the preset fuzzy rule set being used to indicate a rule between road information, vehicle information and a correction angle;

[0182] The fuzzy reasoning result is de-fuzzied to obtain a target correction angle;

[0183] The target correction angle is used to correct a preset offset angle to obtain a target offset angle.

[0184] In this embodiment, the control module 30 is further configured to:

[0185] A first preset angle is output to control the steering wheel to return to zero, the first preset angle being zero;

[0186] When a duration for controlling the steering wheel to return reaches a first preset duration, a third steering wheel angle of the current steering wheel is obtained;

[0187] A difference absolute value between the third steering wheel angle and the first preset angle is determined to obtain a first difference value;

[0188] When the first difference value is less than or equal to a second preset angle, it is determined that the steering wheel is in a returning state.

[0189] In this embodiment, the control module 30 is further configured to:

[0190] A first direction corresponding to the current steering wheel is determined, and an opposite direction of the first direction is determined to obtain a second direction corresponding to the steering wheel;

[0191] Based on the target offset angle, the steering wheel is controlled to rotate to the second direction to offset the rebound force generated by the tire in the steering wheel straightening process.

[0192] The steering wheel straightening device provided by the embodiment can obtain target road information of a road where a vehicle is located and target vehicle information corresponding to the vehicle when the vehicle is parked and the steering wheel is not in a straightening state, correct a preset offset angle used to offset rebound force generated by a tire in a steering wheel straightening process according to the target road information and the target vehicle information to obtain a target offset angle, control the steering wheel according to the target offset angle to offset the rebound force generated by the tire in the steering wheel straightening process, and control the steering wheel to straighten after the rebound force generated by the tire is offset, so that the steering wheel is in a straightening state. Therefore, the preset offset angle is corrected according to the road and the vehicle itself, the dynamic adjustment of the preset offset angle is realized, the steering wheel is controlled to straighten by using the adjusted preset offset angle, the accuracy of the steering wheel straightening control is improved, and the tire wear is reduced.

[0193] Reference Figure 6 As shown in the drawings, Figure 6 A vehicle structure schematic diagram is provided for the embodiment of the present application. The vehicle 600 in the embodiment can include at least one processor 601, a vehicle memory 602, at least one network interface 604, and other user interfaces 603. The various components in the vehicle 600 are coupled together through a bus system 605. It can be understood that the bus system 605 is used to realize the connection and communication between the components. In addition to the data bus, the bus system 605 also includes a power bus, a control bus, and a status signal bus. However, for the purpose of clear illustration, various buses are marked as the bus system 605.

[0194] The user interface 603 can include a display, a keyboard, or a click vehicle (for example, a mouse, a trackball, a touchpad, or a touch screen, etc.).

[0195] It is to be understood that the memory 602 in the embodiments of the present application can be a volatile memory or a non-volatile memory, or can include both volatile and non-volatile memories. Among them, the non-volatile memory can be a read-only memory (Read-Only Memory, ROM), a programmable read-only memory (Programmable ROM, PROM), an erasable programmable read-only memory (Erasable PROM, EPROM), an electrically erasable programmable read-only memory (Electrically EPROM, EEPROM) or a flash memory. The volatile memory can be a random access memory (Random Access Memory, RAM) used as an external cache. By way of example, but not by way of limitation, many forms of RAM are available, such as static random access memory (Static RAM, SRAM), dynamic random access memory (Dynamic RAM, DRAM), synchronous dynamic random access memory (Synchronous DRAM, SDRAM), double data rate synchronous dynamic random access memory (Double Data Rate SDRAM, DDR SDRAM), enhanced synchronous dynamic random access memory (Enhanced SDRAM, ESDRAM), synchronous link dynamic random access memory (Synch link DRAM, SLDRAM) and direct memory bus random access memory (Direct Rambus RAM, DRRAM). The memory 602 described herein is intended to include, but not limited to, these and any other suitable types of memory.

[0196] In some embodiments, the memory 602 stores the following elements, executable units or data structures, or a subset of them, or an extended set of them: an operating system 6021 and an application program 6022.

[0197] Among them, the operating system 6021 contains various system programs, such as framework layer, core library layer, driver layer, etc., for implementing various basic services and processing hardware-based tasks. The application program 6022 contains various application programs, such as media player (Media Player), browser (Browser), etc., for implementing various application services. The program for implementing the method of the embodiments of the present application can be contained in the application program 6022.

[0198] In the embodiments of the present application, by calling the program or instruction stored in the memory 602, specifically, the program or instruction stored in the application program 6022, the processor 601 is used to execute the method provided by each method embodiment.

[0199] The method disclosed by the embodiments of the present application can be applied to the processor 601 or implemented by the processor 601. The processor 601 can be an integrated circuit chip having a signal processing capability. In the implementation process, each step of the above method can be completed by an integrated logic circuit or an instruction in the form of software in the processor 601. The processor 601 described above can be a general processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components. Each method, step and logic block diagram disclosed in the embodiments of the present application can be implemented or executed. The general processor can be a microprocessor or the processor can also be any conventional processor. The steps of the method disclosed in conjunction with the embodiments of the present application can be directly embodied as a hardware code processor for execution, or a combination of hardware and software units in the code processor for execution. The software unit can be located in a random access memory, a flash memory, a read only memory, a programmable read only memory or an electrically erasable programmable memory, a register or other mature storage medium in the art. The storage medium is located in the memory 602, and the processor 601 reads the information in the memory 602 and completes the above method in combination with the hardware thereof.

[0200] It can be understood that the embodiments described herein can be implemented in hardware, software, firmware, middleware, microcode, or a combination thereof. For hardware implementation, the processing unit can be implemented in one or at least one application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSP devices), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), general purpose processors, controllers, micro-controllers, microprocessors, other electronic units designed to perform the functions described in the embodiments of the present application, or a combination thereof.

[0201] For software implementation, the technology described herein can be implemented by units performing the functions described herein. The software code can be stored in a memory and executed by a processor. The memory can be implemented in the processor or outside the processor.

[0202] The embodiment of the present application further provides a storage medium (computer readable storage medium). The storage medium stores one or at least one program. The storage medium can include a volatile memory such as a random access memory, and can also include a non-volatile memory such as a read-only memory, a flash memory, a hard disk or a solid state disk, and can also include a combination of the above-mentioned memories.

[0203] When the one or at least one program stored in the storage medium is executed by the one or at least one processor. When the storage medium is applied to a vehicle, the above-mentioned method executed in the vehicle can be implemented. The processor is configured to execute the vehicle program stored in the memory to implement the above-mentioned method executed in the vehicle.

[0204] Those skilled in the art should further appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be realized by electronic hardware, computer software or a combination of both. In order to clearly illustrate the interchangeability of hardware and software, the components and steps of each example have been described in general terms in the above description. Whether the functions are performed in hardware or software 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 present application.

[0205] It should be noted that the terms "one embodiment", "an embodiment", "exemplary embodiment", "some embodiments", etc. in the specification mean that the described embodiments can include a particular feature, structure or characteristic, but not necessarily every embodiment. In addition, such phrases do not necessarily refer to the same embodiment. In addition, when a particular feature, structure or characteristic is described in connection with an embodiment, it is within the knowledge of those skilled in the art to implement such feature, structure or characteristic in connection with other embodiments described explicitly or implicitly.

[0206] It should be noted that in this paper, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between the entities or operations. Moreover, the terms "include", "contain" or any other variant thereof are intended to cover non-exclusive inclusion, so that the process, method or article including a series of elements or not only includes those elements, but also includes other elements not explicitly listed or inherent to such process, method, article or vehicle. Without more limitations, the element defined by the sentence "including a" does not exclude the presence of other identical elements in the process, method, article or vehicle including the element.

[0207] The above embodiments are only preferred embodiments of the present application, and the protection scope of the present application is not limited thereto. Any equivalent replacement or transformation of the present application made by those skilled in the art based on the present application is within the protection scope of the present application.

Claims

1. A method for straightening a steering wheel, characterized in that, include: When the vehicle is parked and the steering wheel in the vehicle is not in the straight position, obtain the target road information of the road where the vehicle is located and the target vehicle information corresponding to the vehicle. Based on the target road information and the target vehicle information, the preset offset angle is corrected to obtain the target offset angle. The preset offset angle is used to counteract the rebound force generated by the tires in the vehicle during the steering wheel return process. The steering wheel is controlled according to the target offset angle to counteract the rebound force generated by the tires during the steering wheel return to center. After the rebound force generated by the tire is counteracted, the steering wheel is controlled to return to center so that the steering wheel is in a centered state. The target road information includes the target road type and the target road humidity, and the target vehicle information includes the first steering wheel angle, which is used to characterize the maximum angle of the steering wheel during the process from the start of parking to the completion of parking. The step of correcting the preset offset angle based on the target road information and the target vehicle information to obtain the target offset angle includes: Determine a first correction angle corresponding to the target road type, a second correction angle corresponding to the target road humidity, and a third correction angle corresponding to the first steering wheel angle; Determine the sum of the first correction angle, the second correction angle, the third correction angle, and the preset offset angle to obtain the first target sum. The first target and value are determined as the target offset angle.

2. The steering wheel return method according to claim 1, characterized in that, Determining the first correction angle corresponding to the target road type includes: A first correction angle corresponding to the target road type is determined from the first association relationship, wherein the first association relationship stores multiple sets of correspondences between road types and correction angles; Determining the second correction angle corresponding to the target road humidity includes: The target slipperiness level of the target road is determined based on the target road humidity. A second correction angle corresponding to the target slipperiness is determined from the second association relationship, which stores multiple sets of correspondences between slipperiness and correction angles. Determining the third correction angle corresponding to the first steering wheel angle includes: Obtain the second steering wheel angle, which is used to characterize the maximum angle by which the steering wheel can be rotated; Based on the first steering wheel angle and the second steering wheel angle, a third correction angle corresponding to the first steering wheel angle is determined.

3. The steering wheel return method according to claim 1, characterized in that, The target road information also includes the target road gradient, and the target vehicle information also includes the actual weight of the vehicle; Before performing the step of determining the sum of the first correction angle, the second correction angle, the third correction angle, and the preset offset angle to obtain the first target sum, the method further includes: Determine a fourth correction angle corresponding to the target road slope and a fifth correction angle corresponding to the actual weight; Determining the sum of the first correction angle, the second correction angle, the third correction angle, and the preset offset angle to obtain the first target sum includes: The sum of the first correction angle, the second correction angle, the third correction angle, the fourth correction angle, the fifth correction angle, and the preset offset angle is determined to obtain the first target sum.

4. The steering wheel return method according to claim 3, characterized in that, Determining the fourth correction angle corresponding to the target road slope includes: When the target road slope is less than the preset road slope, a fourth correction angle corresponding to the target road slope is determined based on the target road slope and the preset road slope. The preset road slope is used to characterize the upper limit value of the target road slope corresponding to the preset offset angle that needs to be corrected. Determining the fifth correction angle corresponding to the actual weight includes: Obtain a first weight and a second weight of the vehicle, wherein the first weight is used to characterize the weight of the vehicle when it is unloaded, and the second weight is used to characterize the weight of the vehicle when it is fully loaded; Based on the actual weight, the first weight, and the second weight, a fifth correction angle corresponding to the actual weight is determined.

5. The steering wheel return method according to claim 1, characterized in that, The target road information corresponds to a first membership function, and the target vehicle information corresponds to a second membership function; The step of correcting the preset offset angle based on the target road information and the target vehicle information to obtain the target offset angle includes: Based on the first membership function, determine the first fuzzy value set corresponding to the target road information; Based on the second membership function, determine the second fuzzy value set corresponding to the target vehicle information; Fuzzy reasoning is performed on the first fuzzy value set and the second fuzzy value set according to a preset fuzzy rule set to obtain the fuzzy reasoning result. Each preset fuzzy rule in the preset fuzzy rule set is used to indicate the rules between road information, vehicle information and correction angle. The fuzzy inference result is defuzzified to obtain the target correction angle; The preset offset angle is corrected using the target correction angle to obtain the target offset angle.

6. The steering wheel return method according to claim 1, characterized in that, The control of the steering wheel to return to center, so that the steering wheel is in a returned-to-center state, includes: Output a first preset angle to control the steering wheel to return to center; the first preset angle is zero. When the time for controlling the steering wheel to return to center reaches a first preset time, the current third steering wheel angle is obtained; Determine the absolute value of the difference between the third-party steering wheel angle and the first preset angle to obtain the first difference; When the first difference is less than or equal to the second preset angle, the steering wheel is determined to be in the straightened state.

7. The steering wheel return method according to claim 1, characterized in that, The step of controlling the steering wheel according to the target offset angle to counteract the rebound force generated by the tires during the steering wheel's return to center includes: Determine the first direction corresponding to the current steering wheel and determine the opposite direction of the first direction to obtain the second direction corresponding to the steering wheel; Based on the target offset angle, the steering wheel is controlled to rotate in the second direction to counteract the rebound force generated by the tires during the steering wheel's return to center.

8. A steering wheel return device, characterized in that, include: The acquisition module is used to acquire the target road information of the road where the vehicle is located and the target vehicle information corresponding to the vehicle when the vehicle is parked and the steering wheel of the vehicle is not in the straight position. The correction module is used to correct the preset offset angle based on the target road information and the target vehicle information to obtain the target offset angle. The preset offset angle is used to counteract the rebound force generated by the tires in the vehicle during the steering wheel return process. The control module is used to control the steering wheel according to the target offset angle to counteract the rebound force generated by the tires during the steering wheel's return to center. The control module is also used to control the steering wheel to return to center after the rebound force generated by the tire has been offset, so that the steering wheel is in a centered state. The target road information includes the target road type and the target road humidity, and the target vehicle information includes the first steering wheel angle, which is used to characterize the maximum angle of the steering wheel during the process from the start of parking to the completion of parking. The correction module is also used for: Determine a first correction angle corresponding to the target road type, a second correction angle corresponding to the target road humidity, and a third correction angle corresponding to the first steering wheel angle; Determine the sum of the first correction angle, the second correction angle, the third correction angle, and the preset offset angle to obtain the first target sum value; The first target and value are determined as the target offset angle.

9. A vehicle, characterized in that, include: A processor and a memory, wherein the processor is configured to execute a steering wheel return program stored in the memory to implement the steering wheel return method of any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium stores one or more programs, which can be executed by one or more processors to implement the steering wheel centering method of any one of claims 1 to 7.

Images