Vehicle deviation adjustment method, device, vehicle and computer-readable storage medium

Abstract

The present application provides a vehicle deviation adjustment method, device, vehicle and computer-readable storage medium, relating to the field of vehicle control technology. The method is applied to a vehicle with a wire-controlled steering system. When the rack in the wire-controlled steering system deviates from the pre-designed rack center position, the method can compensate for the position of the rack so that the position of the rack when the steering wheel is in the return state and the vehicle is traveling in a straight line is used as the new rack center position, thereby realizing the resetting of the rack center position. In this way, when the steering wheel is in the return state, the actual position of the rack will be at the new rack center position, thereby maintaining the vehicle's straight driving, avoiding the deviation of the rack in the wire-controlled steering system and causing the vehicle to deviate, and the driver needs to frequently operate the steering wheel to correct the vehicle's deviation, which is conducive to reducing the driver's operating burden, avoiding driving fatigue, and improving driving comfort and safety.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and more specifically, to a vehicle deviation adjustment method, device, vehicle, and computer-readable storage medium in the field of vehicle control technology. Background Art

[0002] Vehicle deviation is the most common problem encountered during vehicle operation. There are many reasons for this, ranging from manufacturing issues to design problems. When a vehicle deviates while driving, the driver must continuously apply a certain corrective torque and steering angle to keep the vehicle straight. During extended periods of high-speed driving, the driver must constantly apply a constant torque and manipulate the steering wheel to correct the deviation, which can easily cause driver fatigue, increase the operator's workload, and compromise driving comfort. Summary of the Invention

[0003] The present application provides a vehicle deviation adjustment method, device, vehicle and computer-readable storage medium. The present application is applied to a vehicle with a wire-controlled steering system. When the rack in the wire-controlled steering system deviates from the pre-designed rack center position, the rack position is compensated by taking the position of the rack when the steering wheel is in the return state and the vehicle is traveling in a straight line as the new rack center position, thereby realizing the resetting of the rack center position. In this way, when the steering wheel is in the return state, the actual position of the rack will be at the new rack center position, thereby maintaining the vehicle's straight driving, avoiding the deviation of the rack in the wire-controlled steering system and causing the vehicle to deviate, and the driver needs to frequently operate the steering wheel to correct the vehicle's deviation, which is conducive to reducing the driver's operating burden, avoiding driving fatigue, and improving driving comfort and safety.

[0004] In a first aspect, a vehicle deviation adjustment method is provided, the vehicle deviation adjustment method comprising: being applied to a vehicle having a wire-controlled steer system, the wire-controlled steer system comprising a steering wheel and a steering actuator; the vehicle deviation adjustment method comprising: when the steering wheel is rotated in a first direction to adjust the vehicle to a straight-line driving state, determining whether a rack in the steering actuator is in an offset state, and before the steering wheel is rotated in the first direction, the steering wheel is in a return state; if so, determining a target moving position of the rack according to a first position of the rack, the first position being the position when the steering wheel is rotated in the first direction to adjust the vehicle to the straight-line driving state the rack being in the actual position when the steering wheel is in the straight-line state; moving the rack to the target movement position in a target direction, the target direction being the movement direction of the rack when the steering wheel is rotated in the first direction; determining the second position of the rack as the preset center position of the rack when the steering wheel is rotated in the second direction to adjust the vehicle to the straight-line driving state, and determining that the steering wheel is in the return state, the second position being the actual position of the rack when the steering wheel is rotated in the second direction to adjust the vehicle to the straight-line driving state, and the second direction being the opposite direction of the first direction.

[0005] The above technical solution is applied to vehicles with a wire-controlled steer system. When the driver returns the steering wheel to control the vehicle to drive in a straight line, the rack in the steering actuator may shift due to factors such as tire pressure, suspension, road, crosswind, four-wheel alignment, road conditions, etc., causing the vehicle to deviate. In order to counteract the vehicle's deviation, the driver turns the steering wheel to correct the vehicle's driving route so that the vehicle resumes straight driving. Since the steering wheel is not in the centering state (the steering wheel has been turned at a certain angle) after the driver's initial steering wheel operation to counteract vehicle deviation, but the vehicle is already traveling in a straight line, the purpose of this application is to ensure that the vehicle is traveling in a straight line when the steering wheel is in the centering state, and then determine whether the rack is in a deflected state. If it is deflected, the target rack position to which the rack is to be moved is calculated based on the actual position of the rack, provided that the steering wheel has been turned at a certain angle and the vehicle is traveling in a straight line. The rack is then controlled toward the target rack position according to the direction of rack movement when the driver turns the steering wheel from the centering state to counteract deviation. After the rack moves to the target rack position, the driver notices that the vehicle is deviating and, in order to counteract deviation a second time, turns the steering wheel in the opposite direction to the first counteracting ... In this way, when the rack in the wire-controlled steer system deviates from the pre-designed rack center position, the rack position is compensated so that the position of the rack when the steering wheel is in the return state and the vehicle is moving in a straight line is used as the new rack center position, thereby resetting the rack center position. In this way, when the steering wheel is in the return state, the actual position of the rack will be at the new rack center position, thereby keeping the vehicle moving in a straight line, avoiding the rack in the wire-controlled steer system from deviating and causing the vehicle to deviate. The driver needs to frequently operate the steering wheel to correct the vehicle's deviation, which helps to reduce the driver's operating burden, avoid driving fatigue, and improve driving comfort and safety.

[0006] In combination with the first aspect, in some possible implementations, determining the target moving position of the rack based on the first position of the rack includes: obtaining a first position offset of a third position relative to a fourth position; wherein the third position is the actual position of the rack before the steering wheel is rotated in the first direction, and the fourth position is the preset center position, and is not the second position; determining the rack position that is a target distance away from the first position and facing the target direction as the target moving position; wherein the difference between the target distance and the first position offset is less than or equal to a first preset difference.

[0007] In combination with the first aspect and the above-mentioned implementations, in certain possible implementations, moving the rack to the target movement position in the target direction includes: obtaining a first compensation displacement in the (t-1)th rack adjustment cycle and a second position offset of the first position relative to a fourth position in the tth rack adjustment cycle; wherein t is a positive integer greater than or equal to 1, and the fourth position is the preset center position and not the second position; determining a second compensation displacement in the tth rack adjustment cycle based on the first compensation displacement and the second position offset; moving the rack in the target direction by the second compensation displacement; determining whether the rack has reached the target movement position; if so, stopping moving the rack; if not, returning to the step of obtaining the first compensation displacement in the (t-1)th rack adjustment cycle and the second position offset of the first position relative to the fourth position in the tth rack adjustment cycle. By adopting the above-mentioned control scheme for moving the rack to the target movement position, iterative adjustment of the rack position is achieved, and the rack position can be fine-tuned to the target movement position, which is conducive to maintaining good driving stability and comfort.

[0008] In combination with the first aspect and the above-described implementations, in certain possible implementations, determining the second compensating displacement for the t-th rack adjustment cycle based on the first compensating displacement and the second position offset includes performing a weighted calculation on the first compensating displacement and the position offset to obtain the second compensating displacement. Based on the above solution, by using a weighted method to calculate the second compensating displacement for the t-th rack adjustment cycle, the calculated second compensating displacement for the t-th rack adjustment cycle is smoother, reducing data mutations and making the rack position adjustment more gentle and stable, thereby facilitating good driving stability and comfort during the rack position adjustment process.

[0009] In combination with the first aspect and the above-mentioned implementation, in certain possible implementations, moving the rack by the second compensating displacement in the target direction includes: controlling the rack to move by the second compensating displacement at a first preset moving speed in the target direction. Based on the above scheme, when controlling the rack to move to the target moving position, controlling the rack to move by the second compensating displacement at a first preset moving speed in the target direction can further achieve fine-tuning of the rack position, which is conducive to maintaining good driving stability and comfort. Based on the above scheme, when the above-mentioned preset conditions are met and the duration is greater than the preset duration, the interference of external factors is eliminated, and the accuracy and reliability of the judgment are ensured, which helps the vehicle to identify and correct the deviation in a timely manner, thereby improving driving safety and comfort.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, determining whether the rack has reached the target moving position includes: obtaining the actual moving distance of the rack; obtaining a first position offset of a third position relative to the fourth position; wherein the third position is the actual position of the rack before the steering wheel is rotated in the first direction; if the difference between the actual moving distance and the first position offset is less than or equal to a second preset difference, it is determined that the rack has reached the target moving position; if the difference between the actual moving distance and the target distance is greater than the second preset difference, it is determined that the rack has not reached the target moving position.

[0011] In combination with the first aspect and the above-mentioned implementation manner, in some possible implementation manners, the judging whether the rack in the steering actuator is in an offset state includes: when it is determined that the vehicle meets the preset conditions and the duration for which the vehicle meets the preset conditions is greater than the preset duration, judging that the rack is in an offset state; when it is determined that the vehicle does not meet the preset conditions, judging that the rack is not in the offset state; wherein, the fact that the vehicle is not in a deviation state indicates that the vehicle is in the straight driving state; the preset conditions include: the driving speed of the vehicle is greater than or equal to the preset driving speed; the position of the rack is not the preset center position of the rack; the lateral acceleration of the vehicle is less than or equal to the preset acceleration, and the yaw angle of the vehicle is less than or equal to the preset yaw angle; the moving speed of the rack is less than a second preset moving speed.

[0012] In a second aspect, a vehicle deviation adjustment device is provided, which is configured for a vehicle having a steer-by-wire system, wherein the steer-by-wire system includes a steering wheel and a steering actuator;

[0013] The vehicle deviation adjustment device comprises:

[0014] an offset determination module, configured to determine whether the rack in the steering actuator is in an offset state when the steering wheel is rotated in a first direction to adjust the vehicle to a straight-line driving state, wherein the steering wheel is in a return state before being rotated in the first direction;

[0015] a position determination module, configured to determine a target movement position of the rack according to a first position of the rack when the rack is in an offset state, the first position being an actual position of the rack when the steering wheel is turned in the first direction to adjust the vehicle to a straight-line driving state;

[0016] a rack control module, configured to move the rack to the target movement position according to a target direction, wherein the target direction is the movement direction of the rack when the steering wheel is rotated in the first direction;

[0017] a position update module, configured to determine the second position of the rack as a preset center position of the rack when the steering wheel is rotated in a second direction to adjust the vehicle to a straight-line driving state, the second position being the actual position of the rack when the steering wheel is rotated in the second direction to adjust the vehicle to a straight-line driving state, and the second direction being the opposite direction of the first direction.

[0018] In combination with the second aspect, in some possible implementations, the position determination module is specifically used to: obtain a first position offset of a third position relative to a fourth position; wherein the third position is the actual position of the rack before the steering wheel is rotated in the first direction, and the fourth position is the preset center position, and is not the second position; determine the rack position that is at a target distance from the first position and facing the target direction as the target moving position; wherein the difference between the target distance and the first position offset is less than or equal to a first preset difference.

[0019] In combination with the second aspect and the above implementations, in some possible implementations, the rack control module includes:

[0020] an acquiring unit, configured to acquire a first compensation displacement in a (t-1)th rack adjustment cycle and a second position offset of the first position relative to the fourth position in a tth rack adjustment cycle; wherein t is a positive integer greater than or equal to 1, and the fourth position is the preset center position and is not the second position;

[0021] a calculation unit, configured to determine a second compensation displacement in the t-th rack adjustment cycle according to the first compensation displacement and the second position offset;

[0022] a control unit, configured to move the rack by the second compensation displacement according to the target direction;

[0023] a judging unit, configured to judge whether the rack has reached the target moving position;

[0024] The control unit is configured to stop moving the rack when the rack reaches the target movement position;

[0025] The acquisition unit is configured to, when the rack has not reached the target movement position, execute the step of acquiring the first compensation displacement in the (t-1)th rack adjustment cycle and the second position offset of the first position relative to the fourth position in the tth rack adjustment cycle.

[0026] In combination with the second aspect and the above implementation manner, in some possible implementation manners, the calculation unit is specifically configured to perform weighted calculation on the first compensation displacement and the position offset to obtain the second compensation displacement.

[0027] In combination with the second aspect and the above implementations, in some possible implementations, the control unit is specifically configured to control the rack to move the second compensation displacement at a first preset moving speed according to the target direction.

[0028] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the judgment unit is specifically used to obtain the actual moving distance of the rack; obtain the first position offset of the third position relative to the fourth position; wherein, the third position is the actual position of the rack before the steering wheel is rotated in the first direction; if the difference between the actual moving distance and the first position offset is less than or equal to a second preset difference, it is determined that the rack has reached the target moving position; if the difference between the actual moving distance and the target distance is greater than the second preset difference, it is determined that the rack has not reached the target moving position.

[0029] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the offset judgment module is specifically used to determine that the rack is in an offset state when it is determined that the vehicle meets the preset conditions and the duration for which the vehicle meets the preset conditions is greater than the preset duration; when it is determined that the vehicle does not meet the preset conditions, determine that the rack is not in the offset state; wherein, the fact that the vehicle is not in a deviation state indicates that the vehicle is in the straight driving state; the preset conditions include: the driving speed of the vehicle is greater than or equal to the preset driving speed; the position of the rack is not the preset center position of the rack; the lateral acceleration of the vehicle is less than or equal to the preset acceleration, and the yaw angle of the vehicle is less than or equal to the preset yaw angle; the moving speed of the rack is less than a second preset moving speed.

[0030] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is configured to store executable program code, and the processor is configured to retrieve and execute the executable program code from the memory, so that the vehicle executes the vehicle deviation adjustment method of the first aspect or any possible implementation of the first aspect.

[0031] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the vehicle deviation adjustment method in the first aspect or any possible implementation of the first aspect.

[0032] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the vehicle deviation adjustment method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 A schematic flow chart of a vehicle deviation adjustment method provided in an embodiment of the present application is shown;

[0034] Figure 2 shows a structural diagram of a vehicle steer-by-wire system;

[0035] Figure 3 A schematic diagram showing the driver correcting the vehicle to go straight in a scenario where the vehicle is veering to the right;

[0036] Figure 4 A schematic diagram showing the driver's control rack moving left after correcting the vehicle's straight course, and the driver's manipulation of the steering wheel to counteract the vehicle's left deviation;

[0037] Figure 5 A schematic structural diagram of a vehicle deviation adjustment device provided in an embodiment of the present application is shown;

[0038] Figure 6 A structural schematic diagram of a vehicle provided in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0039] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more than two.

[0040] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0041] Vehicle deviation is the most common problem encountered during vehicle operation. There are many reasons for this, ranging from manufacturing issues to design problems, generally attributed to factors such as tire pressure, suspension, road conditions, crosswinds, four-wheel alignment, and road conditions. When a vehicle deviates while driving, the driver must continuously apply a corrective torque and steering angle to the steering wheel to maintain straightness. During extended high-speed driving, the driver must maintain constant torque and steering control to correct the deviation, which can easily cause driver fatigue and increase the operator's workload, compromising driving comfort.

[0042] In order to solve the problem of vehicle deviation, the present application provides a vehicle deviation adjustment method, device, vehicle and computer-readable storage medium. The present application is applied to a vehicle with a wire-controlled steering system. When the rack in the wire-controlled steering system deviates from the pre-designed rack center position, the rack position can be compensated by taking the position of the rack when the steering wheel is in the return state and the vehicle is driving in a straight line as the new rack center position, thereby realizing the resetting of the rack center position. In this way, when the steering wheel is in the return state, the actual position of the rack will be at the new rack center position, thereby keeping the vehicle driving in a straight line, avoiding the deviation of the rack in the wire-controlled steering system and causing the vehicle to deviate, and the driver needs to frequently operate the steering wheel to correct the vehicle from deviating. This is conducive to reducing the driver's operating burden, avoiding driving fatigue, and improving driving comfort and safety.

[0043] The following is an embodiment of a vehicle deviation adjustment method provided in an embodiment of the present application.

[0044] Figure 1 A schematic flow chart of a vehicle deviation adjustment method provided in an embodiment of the present application is shown. Figure 1 As shown, the vehicle deviation adjustment method provided in the embodiment of the present application is applied to a vehicle with a wire-controlled steering system, and is specifically applied to a wire-controlled steering system. Figure 2 As shown, Figure 2The structure of a vehicle's steer-by-wire system is shown. The vehicle's SBW system includes a feel simulator and a steering actuator. The feel simulator includes a steering wheel 101, a feel controller 102, a first angle sensor 103, a torque sensor 104, a feel motor 105, and a reduction mechanism 106. The first angle sensor 103, the torque sensor 104, and the feel motor 105 are all electrically connected to the feel controller 102. The steering actuator includes a steering motor 201, a steering controller 202, a second angle sensor 203, a rack 204, a rack 205, a front wheel 206, and a reduction mechanism 207. The reduction mechanism 106 and the second angle sensor 203 are both electrically connected to the steering controller 202. The steering controller 202 is in communication with the feel controller 102, exchanging information between the two. Regarding steering control of the front wheels 206: the feel controller 102 transmits steering information from the steering wheel 101 to the steering actuator controller 202. The steering actuator controller 202 controls the rotation of the steering motor 201, thereby driving the rotation of the rack 204. The rotation of the rack 204 drives the movement of the rack 205, thereby achieving steering of the front wheels 206. Regarding road feel simulation: the steering actuator controller 202 transmits road condition information to the feel controller 102. The feel controller 102 controls the feel motor 105 to output the corresponding torque, thereby achieving road feel simulation.

[0045] The above-mentioned vehicle deviation adjustment method includes the following solutions:

[0046] S110: When the steering wheel is turned in a first direction to adjust the vehicle to a straight-line driving state, determine whether the rack in the steering actuator is in an offset state. If so, execute S120; if not, execute S150; wherein, before the steering wheel is turned in the first direction, the steering wheel is in a return state.

[0047] Vehicle deviation occurs when the vehicle automatically deviates from its original trajectory due to factors such as tire pressure, suspension, road surface, crosswind, four-wheel alignment, and road conditions. For example, if tire pressure issues on the right front wheel cause the rack to shift right relative to the pre-designed rack center position, the vehicle will veer to the right when traveling in a straight line. If the rack shifts left relative to the rack center position, the vehicle will veer to the left when traveling in a straight line. In this application, the pre-designed rack center position is referred to as the preset center position.

[0048] For example, the rack is offset to the right relative to the center position of the rack, causing the vehicle to deviate to the right when traveling in a straight line. The first direction can be understood as the counterclockwise direction or the left direction.

[0049] While driving, the driver controls the steering wheel in the centering position, and the vehicle is traveling straight. However, due to tire pressure issues on the right front wheel, the rack gear shifts to the right, causing the vehicle to veer to the right. After the driver subjectively perceives the vehicle's rightward deviation, he turns the steering wheel counterclockwise (also turning the steering wheel to the left) by a first angle to control the vehicle to return to a straight line, and then holds the steering wheel in place. While the driver holds the steering wheel in place, the steering wheel is not in the centering position, but is instead rotated counterclockwise by the first angle, for example, 30 degrees. Furthermore, when the steering wheel is rotated counterclockwise by the first angle, the actual position of the rack gear is not the preset center position.

[0050] like Figure 3 As shown, Figure 3 The diagram shows a scenario in which the driver corrects the vehicle to go straight in a scenario in which the vehicle deviates to the right. F represents the steering wheel, T represents the rack, P1 represents the preset center position, C1 represents a scenario in which the driver controls the steering wheel to be in the centering state and the vehicle maintains a straight-line driving state, C2 represents a scenario in which the rack deviates to the right due to a tire pressure problem of the right front wheel, P2 represents the actual position of the rack after the right deviation, and the steering wheel is in the centering state at this time, C3 represents a scenario in which the driver realizes that the vehicle is deviating to the right and rotates the steering wheel counterclockwise by a first angle, and the vehicle maintains a straight-line driving state at this time, and the steering wheel rotation angle is the first angle, β represents the first angle, the first angle is not 0 degrees when the steering wheel is in the centering state, and the actual position of the rack is P3. When the rack is at P3 and the first angle is β, the vehicle travels in a straight line.

[0051] Turning the steering wheel in the first direction to adjust the vehicle to a straight-line state indicates that the driver, after noticing the vehicle swerving, turns the steering wheel in the first direction to adjust the vehicle to a straight-line state. After the steering wheel is turned in the first direction to adjust the vehicle to a straight-line state, a determination is made as to whether the rack is in an offset state. If not, S150 is executed, disabling the vehicle deviation compensation function. If so, S120 is executed, enabling the vehicle deviation compensation function. Therefore, an offset rack state can cause the vehicle to swerve. After the vehicle deviation compensation function is activated, the rack's preset center position is reset, ensuring that the vehicle is in a straight-line state when the steering wheel is returned to the center position.

[0052] S120: Turning on the vehicle deviation compensation function, that is, determining the target moving position of the rack according to the first position of the rack.

[0053] After the vehicle deviation compensation function is activated, the target moving position of the rack is calculated based on the first position of the rack. The first position is the position of the rack when the steering wheel is turned in the first direction to adjust the vehicle to a straight driving state. Figure 3 , for example, if the first direction is counterclockwise, then, Figure 3The P3 in represents the first position.

[0054] S130: Move the rack to the target moving position according to the target direction.

[0055] The target direction is the direction in which the rack moves when the steering wheel is rotated in the first direction. For example, if the first direction is counterclockwise, the rack moves to the left when the steering wheel is rotated in the first direction, that is, the target direction is left; if the first direction is clockwise, the rack moves to the right when the steering wheel is rotated in the first direction, that is, the target direction is right.

[0056] like Figure 4 As shown, Figure 4 A schematic diagram shows the driver controlling the rack to move left after correcting the vehicle to go straight, and the driver manipulating the steering wheel to prevent the vehicle from swerving to the left. C4 represents the scenario in which the rack is moved to the target moving position according to the target direction under the scenario of C1. The target direction is left, and P4 represents the target moving position.

[0057] S140: When the steering wheel is rotated in the second direction to adjust the vehicle to a straight-line driving state, the second position of the rack is determined as a preset center position of the rack, and the steering wheel is determined to be in a return state.

[0058] The steering wheel is rotated in the second direction to adjust the vehicle to a straight-line driving state. This means that after the control rack moves to the target movement position, the driver notices that the vehicle is drifting to the left. To counteract the deviation, the driver rotates the steering wheel clockwise, thereby controlling the vehicle to maintain a straight-line driving state. When the steering wheel is rotated in the second direction to adjust the vehicle to a straight-line driving state, the second position of the rack is determined to be the rack's preset center position, thereby resetting the original preset center position. The second position is the actual position of the rack when the steering wheel is rotated in the second direction to adjust the vehicle to a straight-line driving state, and the second direction is opposite to the first direction.

[0059] like Figure 4 As shown in the figure, C5 means that after the rack is moved to the target moving position, the driver finds that the vehicle is deviating to the left. In order to counteract the deviation, the driver rotates the steering wheel clockwise by a second angle to control the vehicle to move in a straight line. Among them, when the driver rotates the steering wheel clockwise by a second angle and controls the vehicle to move in a straight line, the actual position of the rack is P5, that is, the steering wheel is in the return state, the rack is at position P5, and the vehicle can be adjusted to move in a straight line. Figure 4 , for example, if the second direction is clockwise, then, Figure 4P5 in the figure represents the second position. If the difference between the second angle and the first angle is less than or equal to the set value, it means that the second angle is equal to the first angle or is close to the first angle, and the second position is the same as the first position or is close to the first position.

[0060] S150: Disable the vehicle deviation compensation function.

[0061] Figure 3 and Figure 4 The example shows the case where the rack is offset to the right. For the case where the rack is offset to the left, the reset scheme for achieving the preset center position of the rack by offsetting the rack to the left is the same as the reset scheme for achieving the preset center position of the rack by offsetting the rack to the right, and will not be repeated in this application.

[0062] The above-mentioned technical solution provided in the present application is applied to vehicles with a wire-controlled steering system. When the driver returns the steering wheel to control the vehicle to drive in a straight line, the rack in the steering actuator may be offset due to factors such as tire pressure, suspension, road, crosswind, four-wheel alignment, road conditions, etc., causing the vehicle to deviate. In order to counteract the vehicle's deviation, the driver turns the steering wheel to correct the vehicle's driving route so that the vehicle resumes straight driving. Since the steering wheel is not in the centering state (the steering wheel has been turned at a certain angle) after the driver's initial steering wheel operation to counteract vehicle deviation, but the vehicle is already traveling in a straight line, the purpose of this application is to ensure that the vehicle is traveling in a straight line when the steering wheel is in the centering state, and then determine whether the rack is in a deflected state. If it is deflected, the target rack position to which the rack is to be moved is calculated based on the actual position of the rack, provided that the steering wheel has been turned at a certain angle and the vehicle is traveling in a straight line. The rack is then controlled toward the target rack position according to the direction of rack movement when the driver turns the steering wheel from the centering state to counteract deviation. After the rack moves to the target rack position, the driver notices that the vehicle is deviating and, in order to counteract deviation a second time, turns the steering wheel in the opposite direction to the first counteracting ... In this way, when the rack in the wire-controlled steer system deviates from the pre-designed rack center position, the rack position is compensated so that the position of the rack when the steering wheel is in the return state and the vehicle is moving in a straight line is used as the new rack center position, thereby resetting the rack center position. In this way, when the steering wheel is in the return state, the actual position of the rack will be at the new rack center position, thereby keeping the vehicle moving in a straight line, avoiding the rack in the wire-controlled steer system from deviating and causing the vehicle to deviate. The driver needs to frequently operate the steering wheel to correct the vehicle's deviation, which helps to reduce the driver's operating burden, avoid driving fatigue, and improve driving comfort and safety.

[0063] The following Figure 1 The specific implementation of each step in the embodiment shown is described below:

[0064] In a possible implementation, determining the target moving position of the rack according to the first position of the rack includes the following scheme:

[0065] Obtaining a first position offset of a third position relative to a fourth position; wherein the third position is the actual position of the rack before the steering wheel is rotated in the first direction, and the fourth position is a preset center position and is not the second position;

[0066] A rack position that is a target distance away from the first position and faces a target direction is determined as a target moving position; wherein a difference between the target distance and the first position offset is less than or equal to a first preset difference.

[0067] like Figure 3 As shown, for example, the rack is in a right-offset state, P2 represents the third position, P3 represents the first position, and P1 represents the fourth position. The fourth position is a preset center position and is not the second position, indicating that the fourth position is the center position of the rack before it is not right-offset. The position offset of the third position relative to the fourth position can be understood as the distance between P2 and P1. The difference between the target distance and the position offset is less than or equal to the first preset difference, which can ensure that when the driver manipulates the steering wheel for the second time to counteract the vehicle deviation, the steering wheel rotation angle is close to the steering wheel rotation angle when the driver manipulates the steering wheel for the first time to counteract the vehicle deviation, and ensure that when the driver manipulates the steering wheel for the second time to counteract the vehicle deviation, the rack movement distance is close to the rack movement distance when the driver manipulates the steering wheel for the first time to counteract the vehicle deviation, so that when the driver completes the second manipulation of the steering wheel to counteract the vehicle deviation, the steering wheel is in a returned state and the vehicle is in a straight driving state.

[0068] After the target distance is determined, the rack position that is the target distance from the first position P3 and facing the target direction is determined as the target movement position P4. For example, if the target direction is left, the rack position that is the target distance from the first position P3 and facing the left direction is determined as the target movement position P4; if the target direction is right, the rack position that is the target distance from the first position P3 and facing the right direction is determined as the target movement position P4, thereby achieving the determination of the target movement position P4.

[0069] In one possible implementation, moving the rack to the target moving position according to the target direction includes the following solutions:

[0070] Obtaining a first compensation displacement in the (t-1)th rack adjustment cycle and a second position offset of the first position relative to the fourth position in the tth rack adjustment cycle; wherein t is a positive integer greater than or equal to 1;

[0071] Determining a second compensation displacement in the t-th rack adjustment cycle according to the first compensation displacement and the second position offset;

[0072] Moving the rack by a second compensation displacement according to the target direction;

[0073] Determine whether the rack reaches the target moving position;

[0074] If so, stop moving the rack;

[0075] If not, return to the step of obtaining the first compensation displacement in the (t-1)th rack adjustment cycle and the second position offset of the first position relative to the fourth position in the tth rack adjustment cycle.

[0076] In the process of controlling the movement of the rack, in order to avoid abruptness and not be noticed by the driver, and to maintain good driving stability and comfort, the present application controls the movement of the rack step by step to achieve fine-tuning of the rack position. The process of controlling the rack to move to the target movement position in the target direction is as follows: obtaining the first compensation displacement x(t-1) in the (t-1)th rack adjustment cycle and the second position offset y(t) of the first position relative to the fourth position in the tth rack adjustment cycle; for example, when t=1, the first compensation displacement x(t-1) is 0; if Figure 3 As shown, P3 represents the first position, P1 represents the fourth position, and the second position offset y(t) of the first position relative to the fourth position is the distance between P3 and P1.

[0077] After obtaining the first compensation displacement x(t-1) and the second position offset y(t), the second compensation displacement x(t) under the t-th rack adjustment cycle is calculated by the first compensation displacement x(t-1) and the second position offset y(t), and then the rack is moved by the second compensation displacement x(t) in the target direction to determine whether the rack has moved to the target movement position. If so, the rack movement is stopped; if not, the first compensation displacement x(t) under the t-th rack adjustment cycle and the first position relative to the fourth position under the (t+1)-th rack adjustment cycle are obtained. After obtaining the first compensation displacement x(t) and the second position offset y(t+1), the second compensation displacement x(t+1) in the (t+1)th rack adjustment cycle is calculated using the first compensation displacement x(t) and the second position offset y(t+1). Then, the rack is moved by the second compensation displacement x(t+1) in the target direction, and then it is determined whether the rack has moved to the target moving position. If so, the rack is stopped from moving. If not, the above steps are repeated until the rack is moved to the target moving position, and then the rack is stopped from moving.

[0078] By adopting the above-mentioned control scheme for moving the rack to the target moving position, iterative adjustment of the rack position is achieved, and the rack position can be fine-tuned to the target moving position, which is conducive to maintaining good driving stability and comfort.

[0079] In a possible implementation, determining the second compensation displacement in the t-th rack adjustment cycle based on the first compensation displacement and the second position offset includes the following scheme:

[0080] A weighted calculation is performed on the first compensation displacement and the position offset to obtain a second compensation displacement.

[0081] The exponential weighted average algorithm is used to calculate the second compensation displacement x(t) under the t-th rack adjustment cycle. The formula is as follows:

[0082] x(t)=C×y(t)+(1-C)×x(t-1);

[0083] Wherein, t represents the rack adjustment period, x(t) represents the second compensation displacement in the t-th rack adjustment period, y(t) represents the second position offset of the first position relative to the fourth position in the t-th rack adjustment period, x(t-1) represents the first compensation displacement in the (t-1)-th rack adjustment period, when t=1, x(t-1)=0, C is the iteration constant obtained by calibration based on the actual vehicle's operating performance, 0<C<1, C is the weight of y(t), (1-C) is the weight of x(t-1), and the units of the above parameters except t and C are, for example, millimeters.

[0084] By adopting an exponentially weighted average algorithm, historical data and new data can be combined, and different weights are assigned to historical data and new data through an iterative constant C. The algorithm is used to calculate the second compensation displacement under the t-th rack adjustment cycle, so that the calculated second compensation displacement under the t-th rack adjustment cycle is smoother, which can reduce data mutations and make the adjustment of the rack position softer and more stable, which is conducive to maintaining good driving stability and comfort during the process of adjusting the rack position.

[0085] In one possible implementation, moving the rack by the second compensation displacement in the target direction includes the following solutions:

[0086] The rack is controlled to move a second compensation displacement at a first preset moving speed according to a target direction.

[0087] The first preset speed is a pre-set rack movement control speed. Controlling the rack movement at the first preset speed ensures that the rack moves slowly, unnoticeable to the driver. When the rack is controlled to move to the target position, the rack is controlled to move at the first preset speed by the second compensation displacement in the target direction. This further enables fine-tuning of the rack position, facilitating good driving stability and comfort.

[0088] In one possible implementation, moving the rack by the second compensation displacement in the target direction includes the following solutions:

[0089] Get the actual moving distance of the rack;

[0090] Obtaining a first position offset of a third position relative to a fourth position, wherein the third position is an actual position of the rack before the steering wheel is rotated in the first direction;

[0091] If the difference between the actual moving distance and the first position offset is less than or equal to the second preset difference, it is determined that the rack has reached the target moving position;

[0092] If the difference between the actual moving distance and the target distance is greater than the second preset difference, it is determined that the rack has not reached the target moving position.

[0093] If the second preset difference is equal to or close to the first preset difference, and the difference between the actual movement distance and the target distance is greater than the second preset difference, it indicates that after the control rack is moved, the rack has not reached the target movement position. If the difference between the actual movement distance and the first position offset is less than or equal to the second preset difference, it indicates that the control rack has reached the target movement position, ensuring that when the driver manipulates the steering wheel for the second time to counteract vehicle deviation, the steering wheel rotation angle is close to the steering wheel rotation angle when the driver manipulates the steering wheel for the first time to counteract vehicle deviation, and ensuring that when the driver manipulates the steering wheel for the second time to counteract vehicle deviation, the rack movement distance is close to the rack movement distance when the driver manipulates the steering wheel for the first time to counteract vehicle deviation, so that when the driver completes the second steering wheel manipulation to counteract vehicle deviation, the steering wheel is in a straight-line state and the vehicle is in a straight-line state.

[0094] In one possible implementation, the above-mentioned determination of whether the rack in the steering actuator is in an offset state includes the following solutions:

[0095] When it is determined that the vehicle meets the preset condition and the duration for which the vehicle meets the preset condition is greater than the preset duration, determining that the rack is in an offset state;

[0096] When it is determined that the vehicle does not meet the preset conditions, determining that the rack is not in an offset state;

[0097] Among them, the vehicle is not in a deviation state, which means that the vehicle is in a straight-line driving state;

[0098] Preconditions include:

[0099] Condition 1: The vehicle's driving speed is greater than or equal to a preset driving speed, such as 50 km / h;

[0100] Condition 2: The position of the rack is not the preset center position of the rack;

[0101] Condition 3: The vehicle's lateral acceleration is less than or equal to a preset acceleration, and the vehicle's yaw angle is less than or equal to a preset yaw angle;

[0102] Condition 4: The moving speed of the rack is less than the second preset moving speed.

[0103] If all of the above four conditions are met, it means that the preset conditions are met. If the vehicle meets the preset conditions and the duration of meeting the preset conditions is greater than the preset time, it means that the rack is in an offset state.

[0104] By determining whether condition 1 is met, it is possible to ensure that the vehicle is evaluated at a relatively high speed, because a slight deviation of the vehicle at a low speed may not be easy to detect and may be caused by a slight operation of the driver rather than a problem with the vehicle itself.

[0105] By determining whether condition 2 is met, it can be seen that when the vehicle should theoretically maintain a straight-line driving state (without manual steering wheel rotation), the actual position of the rack deviates from the preset center position. This may be due to rack offset caused by problems with the vehicle itself (such as inaccurate four-wheel alignment, tire problems, etc.).

[0106] By determining whether condition 3 is met, if the vehicle's lateral acceleration is less than or equal to the preset acceleration, it indicates no significant lateral movement. This also indicates minimal horizontal acceleration, meaning the vehicle is not deviating from its course due to a sharp turn or external forces. The yaw rate reflects the speed at which the vehicle rotates about its vertical axis. If the vehicle's yaw angle is less than or equal to the preset yaw angle, it indicates the vehicle is moving steadily and straight, not due to a sudden turn or crosswind.

[0107] By determining whether condition 4 is met, the rack's movement speed is less than the second preset movement speed, indicating that the steering actuator is moving. Even though the vehicle may have a slight tendency to deviate, the driver did not actively adjust the direction (i.e., the steering rack did not change rapidly). This eliminates the influence of human operation and further confirms that the rack deviation is a problem with the vehicle itself.

[0108] If all four of the above conditions are met and last longer than the preset time, it means that this is not a momentary fluctuation or misjudgment, but a persistent problem, and it can be determined that the rack is in an offset state.

[0109] If all four of the above conditions are met and persist for longer than a preset duration, it can be understood that the vehicle is traveling at a certain speed, even if the driver does not significantly turn the steering wheel (the rack position is slightly offset but at a very slow speed), and the vehicle does not deviate due to sharp turns or lateral forces, and this slight deviation persists for a period of time, it can be reasonably inferred that the vehicle has deviated. These conditions eliminate external interference while ensuring accurate and reliable judgment, helping to promptly identify and correct deviations, thereby improving driving safety and comfort.

[0110] The following are device embodiments of the present application, which can be used to implement the method embodiments of the present application. For details not disclosed in the device embodiments of the present application, please refer to the method embodiments of the present application.

[0111] Figure 5 FIG. 1 shows a schematic structural diagram of a vehicle deviation adjustment device provided in an embodiment of the present application. Figure 5 As shown, the vehicle deviation adjustment device 500 is configured on a vehicle having a steer-by-wire system, wherein the steer-by-wire system includes a steering wheel and a steering actuator;

[0112] The vehicle deviation adjustment device 500 includes:

[0113] an offset determination module 510 for determining whether the rack in the steering actuator is in an offset state when the steering wheel is rotated in a first direction to adjust the vehicle to a straight-line driving state, wherein the steering wheel is in a return state before the steering wheel is rotated in the first direction;

[0114] a position determination module 520 configured to determine a target movement position of the rack according to a first position of the rack when the rack is in an offset state, the first position being an actual position of the rack when the steering wheel is turned in the first direction to adjust the vehicle to a straight-line driving state;

[0115] a rack control module 530 for moving the rack to the target movement position according to a target direction, wherein the target direction is the movement direction of the rack when the steering wheel is rotated in the first direction;

[0116] The position update module 540 is used to determine the second position of the rack as the preset center position of the rack when the steering wheel is rotated in the second direction to adjust the vehicle to a straight-line driving state, and the second position is the actual position of the rack when the steering wheel is rotated in the second direction to adjust the vehicle to a straight-line driving state, and the second direction is the opposite direction of the first direction.

[0117] In one possible implementation, the position determination module 520 is specifically used to: obtain a first position offset of a third position relative to a fourth position; wherein the third position is the actual position of the rack before the steering wheel is rotated in the first direction, and the fourth position is the preset center position, and is not the second position; determine the rack position that is at a target distance from the first position and facing the target direction as the target moving position; wherein the difference between the target distance and the first position offset is less than or equal to a first preset difference.

[0118] In one possible implementation, the rack control module 530 includes:

[0119] an acquiring unit, configured to acquire a first compensation displacement in a (t-1)th rack adjustment cycle and a second position offset of the first position relative to the fourth position in a tth rack adjustment cycle; wherein t is a positive integer greater than or equal to 1, and the fourth position is the preset center position and is not the second position;

[0120] a calculation unit, configured to determine a second compensation displacement in the t-th rack adjustment cycle according to the first compensation displacement and the second position offset;

[0121] a control unit, configured to move the rack by the second compensation displacement according to the target direction;

[0122] a judging unit, configured to judge whether the rack has reached the target moving position;

[0123] The control unit is configured to stop moving the rack when the rack reaches the target movement position;

[0124] The acquisition unit is configured to, when the rack has not reached the target movement position, execute the step of acquiring the first compensation displacement in the (t-1)th rack adjustment cycle and the second position offset of the first position relative to the fourth position in the tth rack adjustment cycle.

[0125] In a possible implementation, the calculation unit is specifically configured to perform weighted calculation on the first compensation displacement and the position offset to obtain the second compensation displacement.

[0126] In a possible implementation, the control unit is specifically configured to control the rack to move the second compensation displacement at a first preset moving speed according to the target direction.

[0127] In one possible implementation, the judgment unit is specifically used to obtain an actual moving distance of the rack; obtain a first position offset of a third position relative to the fourth position; wherein the third position is the actual position of the rack before the steering wheel is rotated in the first direction; if the difference between the actual moving distance and the first position offset is less than or equal to a second preset difference, it is determined that the rack has reached the target moving position; if the difference between the actual moving distance and the target distance is greater than the second preset difference, it is determined that the rack has not reached the target moving position.

[0128] In one possible implementation, the offset judgment module 510 is specifically configured to determine that the rack is in an offset state when it is determined that the vehicle meets a preset condition and the duration for which the vehicle meets the preset condition is greater than a preset duration; and to determine that the rack is not in the offset state when it is determined that the vehicle does not meet the preset condition; wherein, the fact that the vehicle is not in a deviation state indicates that the vehicle is in the straight-line driving state; the preset conditions include: the driving speed of the vehicle is greater than or equal to a preset driving speed; the position of the rack is not the preset center position of the rack; the lateral acceleration of the vehicle is less than or equal to a preset acceleration, and the yaw angle of the vehicle is less than or equal to a preset yaw angle; and the moving speed of the rack is less than a second preset moving speed.

[0129] It should be noted that the vehicle deviation adjustment device provided in the above-described embodiment, when executing the vehicle deviation adjustment method, is merely illustrated by the division of the aforementioned functional modules. In actual applications, the aforementioned functions can be assigned to different functional modules as needed, i.e., the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. Furthermore, the vehicle deviation adjustment device provided in the above-described embodiment and the vehicle deviation adjustment method embodiment are based on the same concept. Therefore, for details not disclosed in the device embodiment of this application, please refer to the vehicle deviation adjustment method embodiment of this application, and will not be repeated here.

[0130] The serial numbers of the above embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0131] Figure 6 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application is shown. Figure 6 As shown, the vehicle 600 includes: a memory 601 and a processor 602, wherein the memory 601 stores an executable program code 6011, and the processor 602 is used to call and execute the executable program code 6011 to perform a vehicle deviation adjustment method.

[0132] This embodiment can divide the vehicle into functional modules based on the above-described method example. For example, each functional module can be mapped to a specific function, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only one logical functional division. In actual implementation, other division methods may be used.

[0133] When functional modules are divided according to their functions, the vehicle may include an offset determination module, a position determination module, a rack control module, a position update module, etc. It should be noted that all relevant details of the steps involved in the above method embodiment can be referred to in the functional descriptions of the corresponding functional modules and will not be repeated here.

[0134] The vehicle provided in this embodiment is used to execute the above-mentioned vehicle deviation adjustment method, and thus can achieve the same effect as the above-mentioned implementation method.

[0135] In the case of an integrated unit, the vehicle may include a processing module and a storage module. The processing module may be used to control and manage the vehicle's movements, while the storage module may be used to support the vehicle's execution of relevant program codes and data.

[0136] The processing module may be a processor or controller that implements or executes the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processing (DSP) and a microprocessor, and the storage module may be a memory.

[0137] This embodiment further provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is executed on a computer, the computer executes the above-mentioned related method steps to implement a vehicle deviation adjustment method in the above-mentioned embodiment.

[0138] This embodiment further provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a vehicle deviation adjustment method in the above-mentioned embodiment.

[0139] In addition, the vehicle provided in the embodiments of the present application can specifically be a chip, component or module, and the vehicle may include a connected processor and memory; wherein the memory is used to store instructions, and when the vehicle is running, the processor can call and execute the instructions to enable the chip to execute a vehicle deviation adjustment method in the above embodiment.

[0140] Among them, the vehicle, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding vehicle deviation adjustment method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding vehicle deviation adjustment method provided above, and will not be repeated here.

[0141] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0142] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0143] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A vehicle deviation adjustment method, characterized in that: Applicable to a vehicle with a steer-by-wire system, the steer-by-wire system comprising a steering wheel and a steering actuator; The vehicle deviation adjustment method comprises: When the steering wheel is rotated in a first direction to adjust the vehicle to a straight-line driving state, determining whether the rack in the steering actuator is in an offset state, the steering wheel being in a return state before the steering wheel is rotated in the first direction; If yes, determining a target movement position of the rack according to a first position of the rack, the first position being an actual position of the rack when the steering wheel is turned in the first direction to adjust the vehicle to the straight-line driving state; moving the rack to the target movement position in a target direction, wherein the target direction is the movement direction of the rack when the steering wheel is rotated in the first direction; When the steering wheel is rotated in a second direction to adjust the vehicle to the straight-line driving state, determining a second position of the rack as a preset center position of the rack, and determining that the steering wheel is in a return state, the second position being an actual position of the rack when the steering wheel is rotated in the second direction to adjust the vehicle to the straight-line driving state, and the second direction being opposite to the first direction; Determining the target moving position of the rack according to the first position of the rack includes: Obtaining a first position offset of a third position relative to a fourth position; wherein the third position is the actual position of the rack before the steering wheel is rotated in the first direction, and the fourth position is the preset center position and is not the second position; A rack position that is a target distance away from the first position and faces the target direction is determined as the target moving position; wherein a difference between the target distance and the first position offset is less than or equal to a first preset difference.

2. The vehicle deviation adjustment method according to claim 1, characterized in that: Moving the rack to the target moving position according to the target direction includes: Obtaining a first compensation displacement in the (t-1)th rack adjustment cycle and a second position offset of the first position relative to the fourth position in the tth rack adjustment cycle; wherein t is a positive integer greater than or equal to 1, and the fourth position is the preset center position and is not the second position; determining a second compensation displacement in the t-th rack adjustment cycle according to the first compensation displacement and the second position offset; moving the rack by the second compensation displacement according to the target direction; determining whether the rack reaches the target moving position; If so, stop moving the rack; If not, return to the step of obtaining the first compensation displacement in the (t-1)th rack adjustment cycle and the second position offset of the first position relative to the fourth position in the tth rack adjustment cycle.

3. The vehicle deviation adjustment method according to claim 2, characterized in that: Determining the second compensation displacement in the t-th rack adjustment cycle according to the first compensation displacement and the second position offset includes: The first compensation displacement and the position offset are weightedly calculated to obtain the second compensation displacement.

4. The vehicle deviation adjustment method according to claim 2, characterized in that: The step of moving the rack by the second compensation displacement according to the target direction comprises: The rack is controlled to move the second compensation displacement at a first preset moving speed according to the target direction.

5. The vehicle deviation adjustment method according to claim 2, characterized in that: The determining whether the rack reaches the target moving position includes: Obtaining the actual movement distance of the rack; Obtaining a first position offset of a third position relative to the fourth position; wherein the third position is the actual position of the rack before the steering wheel is rotated in the first direction; If the difference between the actual moving distance and the first position offset is less than or equal to a second preset difference, it is determined that the rack has reached the target moving position; If the difference between the actual moving distance and the target distance is greater than the second preset difference, it is determined that the rack has not reached the target moving position.

6. The vehicle deviation adjustment method according to any one of claims 1 to 5, characterized in that: Determining whether the rack in the steering actuator is in an offset state includes: When it is determined that the vehicle meets a preset condition and the duration for which the vehicle meets the preset condition is greater than a preset duration, determining that the rack is in an offset state; If it is determined that the vehicle does not meet the preset condition, determining that the rack is not in the offset state; Wherein, the vehicle is not in the deviation state, which means that the vehicle is in the straight-line driving state; The preset conditions include: The driving speed of the vehicle is greater than or equal to a preset driving speed; The position of the rack is not the preset center position of the rack; The lateral acceleration of the vehicle is less than or equal to a preset acceleration, and the yaw angle of the vehicle is less than or equal to a preset yaw angle; The moving speed of the rack is less than the second preset moving speed.

7. A vehicle deviation adjustment device, characterized in that: Configured for a vehicle with a steer-by-wire system, the steer-by-wire system includes a steering wheel and a steering actuator; The vehicle deviation adjustment device comprises: an offset determination module, configured to determine whether the rack in the steering actuator is in an offset state when the steering wheel is rotated in a first direction to adjust the vehicle to a straight-line driving state, wherein the steering wheel is in a return state before being rotated in the first direction; a position determination module, configured to determine a target movement position of the rack according to a first position of the rack when the rack is in an offset state, the first position being an actual position of the rack when the steering wheel is turned in the first direction to adjust the vehicle to a straight-line driving state; a rack control module, configured to move the rack to the target movement position according to a target direction, wherein the target direction is the movement direction of the rack when the steering wheel is rotated in the first direction; a position updating module, configured to determine, when the steering wheel is rotated in a second direction to adjust the vehicle to a straight-line driving state, a second position of the rack as a preset center position of the rack, the second position being an actual position of the rack when the steering wheel is rotated in the second direction to adjust the vehicle to a straight-line driving state, the second direction being opposite to the first direction; Determining the target moving position of the rack according to the first position of the rack includes: Obtaining a first position offset of a third position relative to a fourth position; wherein the third position is the actual position of the rack before the steering wheel is rotated in the first direction, and the fourth position is the preset center position and is not the second position; A rack position that is a target distance away from the first position and faces the target direction is determined as the target moving position; wherein a difference between the target distance and the first position offset is less than or equal to a first preset difference.

8. A vehicle, characterized in that: The vehicle comprises: a memory for storing executable program code; A processor is used to call and run the executable program code from the memory, so that the vehicle executes the vehicle deviation adjustment method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed, the vehicle deviation adjustment method according to any one of claims 1 to 6 is implemented.

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