Vehicle assisted driving method, vehicle-mounted controller, system, vehicle and storage medium

Abstract

The application discloses a vehicle auxiliary driving method, a vehicle-mounted controller, a system, a vehicle and a storage medium. The method comprises the following steps: receiving a steering control signal, wherein the steering control signal comprises current working conditions and demand steering data; querying first transmission ratio data based on the demand steering data, and obtaining corresponding demand transmission ratio data; if the current working conditions are non-transmission ratio compensation working conditions, the demand transmission ratio data is determined as target transmission ratio data; if the current working conditions are transmission ratio compensation working conditions, second transmission ratio data is queried based on the demand steering data, compensation transmission ratio data corresponding to the second transmission ratio data is obtained, and the target transmission ratio data is determined based on the demand transmission ratio data corresponding to the demand steering data and the compensation transmission ratio data; and the steering wheel is controlled to rotate based on the target transmission ratio data. The method can realize the same vehicle response to the demand steering data in the transmission ratio compensation working conditions and the non-transmission ratio compensation working conditions, so as to adapt to the demand of different driving styles and improve the driving experience of users.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle driving control, and in particular to a vehicle auxiliary driving method, a vehicle-mounted controller, a system, a vehicle and a storage medium. BACKGROUND

[0002] With the popularity of vehicles, users have various demands for vehicle performance. In the past development mode, the steering transmission ratio of the same vehicle model is configured to be the same, that is, the output from the steering wheel input to the vehicle body response is fixed, and different driving style requirements cannot be applied. The common steering transmission ratio of the existing vehicle is a fixed transmission ratio, that is, in order to keep the tooth profile pitch of the rack unchanged, the distance moved by the rack under a certain angle of the steering wheel is a fixed value, the vehicle response is slow, and it is generally applied on vehicles with a comfortable driving style. Part of the vehicle is equipped with a variable transmission ratio, that is, the tooth profile pitch of the rack changes with the different steering transmission ratios, the distance moved by the rack changes under a certain angle of the steering wheel, the vehicle responds faster, the steering is more sensitive and accurate, and the number of steering wheel turns is reduced, which is generally applied on vehicles with a sporty driving style. The existing vehicle generally carries one steering transmission ratio system, which can only meet the driving needs of a comfortable style or a sporty style, and cannot adapt to different driving styles. SUMMARY

[0003] The embodiments of the present application provide a vehicle auxiliary driving method, a vehicle-mounted controller, a system, a vehicle and a storage medium to solve the problem that the steering transmission ratio system carried on the existing vehicle cannot adapt to different driving styles.

[0004] A vehicle auxiliary driving method comprises:

[0005] receiving a steering control signal, the steering control signal comprising current working conditions and demand steering data;

[0006] querying first transmission ratio data set in advance based on the demand steering data to obtain demand transmission ratio data corresponding to the demand steering data;

[0007] if the current working conditions are non-transmission ratio compensation working conditions, the demand transmission ratio data is determined as target transmission ratio data;

[0008] if the current working conditions are transmission ratio compensation working conditions, querying second transmission ratio data set in advance based on the demand steering data to obtain compensation transmission ratio data corresponding to the demand steering data, and determining target transmission ratio data based on the demand transmission ratio data and the compensation transmission ratio data corresponding to the demand steering data;

[0009] controlling the steering wheel to rotate based on the target transmission ratio data.

[0010] Preferably, the receiving a steering control signal, the steering control signal comprising a current working condition and a demand steering data, comprising:

[0011] receiving a steering control signal, the steering control signal comprising a current working condition and a demand steering data, comprising:

[0012] the demand steering data corresponding to the demand steering data, comprising:

[0013] the demand steering data corresponding to the demand steering data, comprising:

[0014] if the current working condition is a non-ratio compensation working condition, the demand ratio data is determined as a target ratio data, comprising:

[0015] if the current working condition is a non-ratio compensation working condition, the demand ratio data is determined as a target ratio data, comprising:

[0016] if the current working condition is a non-ratio compensation working condition, the demand ratio data is determined as a target ratio data, comprising:

[0017] if the current working condition is a non-ratio compensation working condition, the demand ratio data is determined as a target ratio data, comprising:

[0018] the target ratio data, comprising:

[0019] the target ratio data, comprising:

[0020] Preferably, the receiving a steering control signal, the steering control signal comprising a current working condition and a demand steering data, comprising:

[0021] receiving a steering control signal, the steering control signal comprising a current working condition and a demand steering data, comprising:

[0022] the demand steering data corresponding to the demand steering data, comprising:

[0023] querying first gear ratio data pre-set based on the demand steering data, and obtaining demand steering wheel angle corresponding to the demand rack displacement;

[0024] if the current working condition is a non-gear ratio compensation working condition, determining the demand gear ratio data as target gear ratio data, including:

[0025] if the current working condition is a non-gear ratio compensation working condition, determining the demand steering wheel angle as target steering wheel angle;

[0026] if the current working condition is a gear ratio compensation working condition, querying second gear ratio data pre-set based on the demand steering data, obtaining compensation steering wheel angle corresponding to the demand rack displacement based on the demand steering data, and determining target steering wheel angle based on the demand steering wheel angle and the compensation steering wheel angle;

[0027] if the current working condition is a gear ratio compensation working condition, querying second gear ratio data pre-set based on the demand steering data, obtaining compensation steering wheel angle corresponding to the demand rack displacement based on the demand steering data, and determining target steering wheel angle based on the demand steering wheel angle and the compensation steering wheel angle;

[0028] controlling steering wheel rotation based on the target gear ratio data, including:

[0029] controlling steering wheel rotation based on the target steering wheel angle.

[0030] Preferably, the method further comprises:

[0031] when the calibration gear ratio is a variable gear ratio, obtaining demand VGR data corresponding to the demand steering data from first VGR data formed based on the variable gear ratio;

[0032] if the current working condition is a non-gear ratio compensation working condition, determining the demand VGR data as target gear ratio data;

[0033] if the current working condition is a non-gear ratio compensation working condition, determining the demand VGR data as target gear ratio data;

[0034] if the current working condition is a gear ratio compensation working condition, querying second gear ratio data pre-set based on the demand steering data, obtaining compensation gear ratio data corresponding to the demand steering data based on the demand steering data, and determining target gear ratio data based on the demand gear ratio data and the compensation gear ratio data, including:

[0035] If the current working condition is the transmission ratio compensation working condition, first transmission ratio data preset based on the demand steering data is queried, compensation transmission ratio data corresponding to the demand steering data is obtained, demand CGR data corresponding to the demand VGR data and the compensation transmission ratio data is determined based on the demand steering data, and the demand CGR data is determined as the target transmission ratio data.

[0036] Preferably, the first transmission ratio data preset based on the demand steering data is queried, demand transmission ratio data corresponding to the demand steering data is obtained, and the demand transmission ratio data is determined as the target transmission ratio data if the current working condition is the non-transmission ratio compensation working condition.

[0037] The demand CGR data corresponding to the demand steering data is obtained from the first CGR data formed based on the fixed transmission ratio when the calibration transmission ratio is the fixed transmission ratio.

[0038] The demand CGR data corresponding to the demand steering data is obtained from the first CGR data formed based on the fixed transmission ratio when the calibration transmission ratio is the fixed transmission ratio.

[0039] The demand CGR data corresponding to the demand steering data is obtained from the first CGR data formed based on the fixed transmission ratio when the calibration transmission ratio is the fixed transmission ratio.

[0040] If the current working condition is the transmission ratio compensation working condition, second transmission ratio data preset based on the demand steering data is queried, compensation transmission ratio data corresponding to the demand steering data is obtained, demand VGR data corresponding to the demand CGR data and the compensation transmission ratio data is determined based on the demand steering data, and the demand VGR data is determined as the target transmission ratio data.

[0041] If the current working condition is the transmission ratio compensation working condition, second transmission ratio data preset based on the demand steering data is queried, compensation transmission ratio data corresponding to the demand steering data is obtained, demand VGR data corresponding to the demand CGR data and the compensation transmission ratio data is determined based on the demand steering data, and the demand VGR data is determined as the target transmission ratio data.

[0042] Preferably, before the receiving the steering control signal, the vehicle auxiliary driving method further comprises:

[0043] K original transmission ratio data is obtained, the original transmission ratio data including original VGR data formed based on the variable transmission ratio and original CGR data formed based on the fixed transmission ratio.

[0044] The K original transmission ratio data is subjected to interpolation processing, and N first transmission ratio data is obtained, the first transmission ratio data including first VGR data interpolated from the original VGR and first CGR data interpolated from the original CGR.

[0045] Subtracting the N first VGR data and the N first CGR data to obtain N second gear ratio data.

[0046] Preferably, the K original gear ratio data are interpolated to obtain N first gear ratio data, comprising:

[0047] The cubic spline interpolation method is used to interpolate the adjacent two original gear ratio data to obtain a gear ratio interpolation function between the adjacent two original gear ratio data;

[0048] From the gear ratio interpolation function between the adjacent two original gear ratio data, (N-K) / (K-1) interpolation gear ratio data between the adjacent two original gear ratio data are determined.

[0049] According to the K original gear ratio data and the N-K interpolation gear ratio data, N first gear ratio data are obtained.

[0050] Preferably, the first VGR data and the first CGR data each include a steering wheel rotation angle and a rack displacement.

[0051] The subtracting the N first VGR data and the N first CGR data to obtain N second gear ratio data, comprising:

[0052] If the steering wheel rotation angles in the N first VGR data and the N first CGR data are one-to-one corresponding, the rack displacements in the first VGR data and the first CGR data are subtracted based on the same steering wheel rotation angle to obtain a compensation rack displacement corresponding to the steering wheel rotation angle, and a second gear ratio data is determined based on the steering wheel rotation angle and the compensation rack displacement.

[0053] If the rack displacements in the N first VGR data and the N first CGR data are one-to-one corresponding, the steering wheel rotation angles in the first VGR data and the first CGR data are subtracted based on the same rack displacement to obtain a compensation steering wheel rotation angle corresponding to the rack displacement, and a second gear ratio data is determined based on the rack displacement and the compensation steering wheel rotation angle.

[0054] Preferably, after the receiving the steering control signal, the vehicle auxiliary driving method further comprises:

[0055] If the current working condition is identified as the non-compensation identification of the gear ratio configuration code, it is determined that the current working condition is a non-gear ratio compensation working condition.

[0056] If the current working condition is identified as the compensation identification of the gear ratio configuration code, it is determined that the current working condition is a gear ratio compensation working condition.

[0057] Preferably, after receiving the steering control signal, the vehicle assisted driving method further comprises:

[0058] If the current working condition is that no control instruction of the user for the transmission ratio compensation control is listened to, it is determined that the current working condition is a non-transmission ratio compensation working condition.

[0059] If the current working condition is that the control instruction of the user for the transmission ratio compensation control is listened to, it is determined that the current working condition is a transmission ratio compensation working condition.

[0060] A vehicle-mounted controller, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the vehicle assisted driving method described above when executing the computer program.

[0061] Preferably, the vehicle-mounted controller comprises:

[0062] A signal receiving module for receiving a steering control signal, wherein the steering control signal comprises a current working condition and demand steering data;

[0063] A steering control module for querying first transmission ratio data pre-set based on the demand steering data, and obtaining demand transmission ratio data corresponding to the demand steering data;

[0064] A transmission ratio compensation module for querying second transmission ratio data pre-set based on the demand steering data, and obtaining compensation transmission ratio data corresponding to the demand steering data, and determining target transmission ratio data based on the demand transmission ratio data and the compensation transmission ratio data corresponding to the demand steering data;

[0065] A steering execution module for controlling the steering wheel to rotate based on the target transmission ratio data.

[0066] A vehicle assisted driving system comprising the vehicle-mounted controller, an ADAS system, and a steering system execution mechanism.

[0067] The vehicle-mounted controller is connected with the ADAS system, and can receive a steering control signal sent by the ADAS system;

[0068] The vehicle-mounted controller is connected with the steering system execution mechanism, and outputs the target transmission ratio data to the steering system execution mechanism, so that the steering system execution mechanism controls the steering wheel to rotate based on the target transmission ratio data

[0069] A vehicle comprising the vehicle assisted driving system described above.

[0070] A computer readable storage medium stores a computer program, and the computer program is executed by a processor to implement the vehicle assisted driving method.

[0071] The vehicle assisted driving method, the vehicle-mounted controller, the system, the vehicle and the storage medium determine the corresponding demand transmission ratio data according to the demand steering data, and determine whether the demand transmission ratio data needs to be compensated by using the compensation transmission ratio data determined according to the demand steering data according to different current working conditions, so as to realize the same vehicle response to the demand steering data in the transmission ratio compensation working condition and the non-transmission ratio compensation working condition, adapt to the demand of different driving styles, and improve the user driving experience. BRIEF DESCRIPTION OF DRAWINGS

[0072] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the description of the embodiments of the present application. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0073] Figure 1 is a flowchart of the vehicle assisted driving method in an embodiment of the present application;

[0074] Figure 2 is another flowchart of the vehicle assisted driving method in an embodiment of the present application;

[0075] Figure 3 is another flowchart of the vehicle assisted driving method in an embodiment of the present application;

[0076] Figure 4 is another flowchart of the vehicle assisted driving method in an embodiment of the present application;

[0077] Figure 5 is another flowchart of the vehicle assisted driving method in an embodiment of the present application;

[0078] Figure 6 is another flowchart of the vehicle assisted driving method in an embodiment of the present application;

[0079] Figure 7 is another flowchart of the vehicle assisted driving method in an embodiment of the present application;

[0080] Figure 8 is another flowchart of the vehicle assisted driving method in an embodiment of the present application. DETAILED DESCRIPTION

[0081] With reference to the accompanying drawings, the technical solutions in the embodiments of the present application will be clearly and completely described below. Obviously, the described embodiments are only a part of the embodiments of the present application, but not all the embodiments of the present application. Based on the embodiments of the present application, all the other embodiments obtained by those of ordinary skill in the art without creative efforts should fall into the scope of the present application.

[0082] The vehicle auxiliary driving method provided by the embodiments of the present application is described by taking the vehicle controller as an example. The transmission ratio compensation device can be any intelligent device for executing the vehicle auxiliary driving method, including but not limited to the vehicle controller. The vehicle controller herein refers to a controller arranged on a vehicle, which can be an existing controller that can realize other control functions and is integrated with the auxiliary driving control, or a special controller dedicated to the auxiliary driving control.

[0083] The vehicle auxiliary driving method provided by the embodiments of the present application is described by taking the vehicle controller as an example. The transmission ratio compensation device can be any intelligent device for executing the vehicle auxiliary driving method, including but not limited to the vehicle controller. The vehicle controller herein refers to a controller arranged on a vehicle, which can be an existing controller that can realize other control functions and is integrated with the auxiliary driving control, or a special controller dedicated to the auxiliary driving control. Figure 1 The vehicle auxiliary driving method provided by the embodiments of the present application is described by taking the vehicle controller as an example. The transmission ratio compensation device can be any intelligent device for executing the vehicle auxiliary driving method, including but not limited to the vehicle controller. The vehicle controller herein refers to a controller arranged on a vehicle, which can be an existing controller that can realize other control functions and is integrated with the auxiliary driving control, or a special controller dedicated to the auxiliary driving control.

[0084] S101: receiving a steering control signal, the steering control signal including current working conditions and demand steering data;

[0085] S102: querying the first transmission ratio data set in advance based on the demand steering data to obtain demand transmission ratio data corresponding to the demand steering data;

[0086] S103: if the current working conditions are non-transmission ratio compensation working conditions, determining the demand transmission ratio data as target transmission ratio data;

[0087] S104: if the current working conditions are transmission ratio compensation working conditions, querying the second transmission ratio data set in advance based on the demand steering data to obtain compensation transmission ratio data corresponding to the demand steering data, and determining the target transmission ratio data based on the demand transmission ratio data and the compensation transmission ratio data corresponding to the demand steering data;

[0088] S105: controlling the steering wheel to rotate based on the target transmission ratio data.

[0089] The steering control signal refers to a control signal for controlling the steering of the steering wheel. The current working condition refers to the working condition of the vehicle at the current time. The non-ratio compensation working condition is a working condition that does not need to perform ratio compensation control. The ratio compensation working condition is a working condition that needs to perform ratio compensation control. The demand steering data refers to relevant data that needs to control the steering of the steering wheel at the current time, and is data required for determining the steering angle of the steering wheel. The demand ratio data refers to ratio data determined by looking up a table according to the demand steering data, and specifically refers to ratio data formed based on a steering ratio system carried by the vehicle. The compensation ratio data refers to ratio data that needs to be compensated when the ratio is changed, which is determined by looking up a table according to the demand steering data.

[0090] As an example, in step S101, the vehicle-mounted controller can receive the steering control signal sent by the ADAS through the bus when the ADAS is in the working state, and the steering control signal includes the current working condition and the demand steering data. The current working condition can be any one of the non-ratio compensation working condition and the ratio compensation working condition. The demand steering data is data required for determining the steering angle of the steering wheel in the steering control signal, and can be understood as the abscissa data in the ratio data, so as to look up a table based on the demand steering data and quickly determine the corresponding ratio data.

[0091] In an embodiment, after receiving the steering control signal, the vehicle auxiliary driving method further includes:

[0092] If the current working condition is identified as the non-compensation identifier of the ratio configuration code, the current working condition is determined as the non-ratio compensation working condition.

[0093] If the current working condition is identified as the compensation identifier of the ratio configuration code, the current working condition is determined as the ratio compensation working condition.

[0094] The ratio configuration code is a configuration code for selecting and determining whether ratio compensation is needed, and can be a non-compensation identifier or a compensation identifier. The non-compensation identifier refers to an identifier that does not need to perform ratio compensation control, and the compensation identifier refers to an identifier that needs to perform ratio compensation.

[0095] As an example, after receiving the steering control signal, the vehicle-mounted controller can identify the steering control signal, determine whether the current working condition in the steering control signal is a non-ratio compensation working condition in which no steering ratio compensation is needed or a ratio compensation working condition in which steering ratio compensation is needed according to whether the transmission ratio configuration code of the whole vehicle is identified as a non-compensation identifier (such as 0) or a compensation identifier (such as 1). In this example, the non-ratio compensation working condition and the ratio compensation working condition can be identified and controlled differently according to the transmission ratio configuration code identified by the whole vehicle, so as to adapt to different driving styles and improve the user driving experience.

[0096] In an embodiment, after receiving the steering control signal, the vehicle auxiliary driving method further includes:

[0097] If the current working condition is that no control instruction for ratio compensation control by the user is monitored, it is determined that the current working condition is a non-ratio compensation working condition.

[0098] If the current working condition is that a control instruction for ratio compensation control by the user is monitored, it is determined that the current working condition is a ratio compensation working condition.

[0099] The control instruction is an instruction formed by the user operating a central control screen or a button or a key dedicated to ratio compensation control.

[0100] As an example, after receiving the steering control signal, the vehicle-mounted controller can identify the steering control signal, determine whether the current working condition in the steering control signal is a non-ratio compensation working condition in which no steering ratio compensation is needed or a ratio compensation working condition in which steering ratio compensation is needed according to whether the transmission ratio configuration code of the whole vehicle is identified as a non-compensation identifier (such as 0) or a compensation identifier (such as 1). In this example, the non-ratio compensation working condition and the ratio compensation working condition can be identified and controlled differently according to the transmission ratio configuration code identified by the whole vehicle, so as to adapt to different driving styles and improve the user driving experience.

[0101] The first transmission ratio data refers to high-density continuous transmission ratio data formed by the steering transmission ratio system of the vehicle, and N is the number of the first transmission ratio data, N≥5. As an example, the first transmission ratio data is transmission ratio data obtained by interpolating the original transmission ratio data, and the data reflecting the corresponding relationship between the steering wheel angle and the rack displacement after interpolation. The original transmission ratio data is discrete transmission ratio data formed by the steering transmission ratio system of the vehicle, and is the data reflecting the corresponding relationship between the steering wheel angle and the rack displacement actually existing, which is collected during the real vehicle test calibration. K is the number of the original transmission ratio data. In this example, the N first transmission ratio data includes K original transmission ratio data and N-K interpolated transmission ratio data, and the interpolated transmission ratio data herein refers to data formed by interpolating the original transmission ratio data. When the number of original transmission ratio data K≥3, at least one interpolated transmission ratio data is inserted between the adjacent two original transmission ratio data, (N-K) / (K-1)≥1, that is, 3≤K≤(N+1) / 2, that is, N≥5.

[0102] As an example, in step S102, the vehicle-mounted controller can query the N first transmission ratio data pre-stored in the vehicle-mounted storage based on the demand steering data after obtaining the demand steering data, and obtain the demand transmission ratio data corresponding to the demand steering data. For example, when querying the N first transmission ratio data based on the demand steering data, the demand steering data can be compared with the horizontal coordinates of the N first transmission ratio data; if there is a first transmission ratio data with the same horizontal coordinate as the demand steering data, the first transmission ratio data is determined as the demand transmission ratio data; if there is no first transmission ratio data with the same horizontal coordinate as the demand steering data, the horizontal coordinate difference between the demand steering data and the adjacent two first transmission ratio data is calculated; if the two horizontal coordinate differences are the same, the average of the adjacent two first transmission ratio data is determined as the demand transmission ratio data; if the two horizontal coordinate differences are different, the first transmission ratio data with the smaller horizontal coordinate difference is determined as the demand transmission ratio data.

[0103] As an example, in step S103, the vehicle-mounted controller can directly determine the demand transmission ratio data as the target transmission ratio data when the current working condition is a non-transmission ratio compensation working condition, that is, a working condition without transmission ratio compensation control. In this example, the target transmission ratio data can be a target steering wheel angle or a target rack displacement. The target steering wheel angle herein refers to the angle of the steering wheel that needs to be controlled, and the target rack displacement herein refers to the rack displacement determined when the steering wheel is controlled to the target steering wheel angle.

[0104] As an example, in step S104, the vehicle-mounted controller needs to query the pre-set N second gear ratio data based on the demand steering data when the current working condition is the gear ratio compensation working condition, i.e., the working condition requiring gear ratio compensation control, and determine the compensation gear ratio data corresponding to the demand steering data from the N second gear ratio data. The process of querying the N second gear ratio data based on the demand steering data is similar to the process of querying the N first gear ratio data based on the demand steering data described above. To avoid repetition, details are not repeated here. The compensation gear ratio data corresponding to the demand steering data here refers to the second gear ratio data whose abscissa is the same as or closest to the demand steering data in the N second gear ratio data. Finally, the target gear ratio data is determined based on the demand gear ratio data and the compensation gear ratio data corresponding to the demand steering data. Since the abscissas of the demand gear ratio data and the compensation gear ratio data are both the demand steering data, the target gear ratio data can be determined by performing addition or subtraction operation on the ordinates of the demand gear ratio data and the compensation gear ratio data.

[0105] As an example, in step S105, after the vehicle-mounted controller obtains the target gear ratio data corresponding to the demand steering data, the target steering wheel rotation angle can be directly used to control the steering wheel rotation when the target gear ratio data is the target steering wheel rotation angle, and the target steering wheel rotation angle can be determined by converting the target rack displacement when the target gear ratio data is the target rack displacement, and then the steering wheel rotation can be controlled based on the target steering wheel rotation angle.

[0106] In this embodiment, the demand gear ratio data corresponding to the demand steering data is first determined, and then whether the compensation gear ratio data determined based on the demand steering data needs to be used to compensate the demand gear ratio data is determined according to different current working conditions, so that the same vehicle response to the demand steering data is realized in the gear ratio compensation working condition and the non-gear ratio compensation working condition, to adapt to the demand of different driving styles and improve the user driving experience.

[0107] The embodiment of the present application provides a vehicle auxiliary driving method, as shown in the figure, which is applied to a vehicle-mounted controller. Figure 2 The method includes the following steps:

[0108] S201: receiving a steering control signal, the steering control signal including a current working condition and a demand steering wheel rotation angle;

[0109] S202: querying pre-set first gear ratio data based on demand steering data to obtain demand rack displacement corresponding to the demand steering wheel rotation angle;

[0110] S203: if the current working condition is a non-gear ratio compensation working condition, the demand rack displacement is determined as a target rack displacement;

[0111] S204: If the current working condition is the transmission ratio compensation working condition, the second transmission ratio data is queried based on the demand steering data, the compensation rack displacement corresponding to the demand steering wheel angle is obtained, and the target rack displacement is determined based on the demand rack displacement corresponding to the demand steering wheel angle and the compensation rack displacement;

[0112] S205: The target steering wheel angle is determined based on the target rack displacement, and the steering wheel is controlled to rotate based on the target steering wheel angle.

[0113] In the present embodiment, step S201 is a specific embodiment of step S101, step S202 is a specific embodiment of step S102, step S203 is a specific embodiment of step S103, step S204 is a specific embodiment of step S104, and step S205 is a specific embodiment of step S105.

[0114] In the present embodiment, the demand steering wheel angle refers to the steering wheel angle required to control the steering wheel at the current time of the vehicle, and specifically refers to the angle at which the ADAS system needs to control the steering wheel to rotate during the auxiliary driving control process according to the real-time collected vehicle data. The demand rack displacement refers to the rack displacement that needs to be reached during the steering control process according to the demand steering wheel angle and the first transmission ratio data. The compensation rack displacement refers to the rack displacement that needs to be compensated during the transmission ratio conversion according to the demand steering wheel angle and the second transmission ratio data. In the present embodiment, the horizontal coordinate of the first transmission ratio data and the second transmission ratio data is the steering wheel angle, and the vertical coordinate is the rack displacement.

[0115] As an example, in step S201, the vehicle-mounted controller can receive the steering control signal sent by the ADAS through the bus, and the steering control signal includes the current working condition and the demand steering wheel angle. The current working condition can be any one of the non-transmission ratio compensation working condition and the transmission ratio compensation working condition, so as to determine whether transmission ratio compensation control is needed according to the current working condition.

[0116] As an example, in step S202, after obtaining the demand steering wheel angle, the vehicle-mounted controller can query the N first transmission ratio data pre-stored in the vehicle-mounted storage based on the demand steering wheel angle, and obtain the demand rack displacement corresponding to the demand steering wheel angle from the N first transmission ratio data. The demand rack displacement here refers to the rack displacement in the first transmission ratio data corresponding to the same or closest steering wheel angle as the demand steering wheel angle.

[0117] As an example, in step S203, when the current working condition is the non-transmission ratio compensation working condition, i.e., no transmission ratio compensation control is needed, the vehicle-mounted controller can directly determine the demand rack displacement as the target rack displacement. The target rack displacement here refers to the rack displacement determined when the steering wheel needs to be controlled to rotate to the target steering wheel angle.

[0118] As an example, in step S204, the vehicle-mounted controller, when the current working condition is the transmission ratio compensation working condition, i.e., transmission ratio compensation control is needed, can query the pre-set N second transmission ratio data based on the required steering wheel angle, determine the compensation rack displacement corresponding to the required steering wheel angle from the N second transmission ratio data, and the compensation rack displacement corresponding to the required steering wheel angle here refers to the rack displacement with the same or closest horizontal coordinate as the required steering wheel angle in the N compensation rack displacements. Finally, based on the required rack displacement corresponding to the required steering wheel angle and the compensation rack displacement, the target rack displacement is determined, and here the required rack displacement corresponding to the required steering wheel angle and the compensation rack displacement can be subjected to addition operation to determine the target rack displacement.

[0119] As an example, in step S205, after the vehicle-mounted controller obtains the target rack displacement corresponding to the required steering data, the target rack displacement is converted according to the conversion relationship between the rack displacement and the steering wheel angle to determine the target steering wheel angle, and the steering wheel is controlled based on the target steering wheel angle. The target steering wheel angle here refers to the angle finally output to the steering system execution mechanism for steering control.

[0120] In the embodiment, when the required steering data in the steering control signal is the required steering wheel angle, the corresponding required rack displacement can be determined according to the required steering wheel angle first; then according to the difference of the current working condition, it is determined whether the required rack displacement needs to be compensated by the compensation rack displacement determined according to the required steering wheel angle, so as to determine the target rack displacement, and then the target rack displacement is converted into the target steering wheel angle, so as to control the steering wheel based on the target steering wheel angle, so as to control the steering wheel according to the required steering wheel angle, which can adapt to the requirements of the transmission ratio compensation working condition and the non-transmission ratio compensation working condition, meet the requirements of different driving styles, and improve the user driving experience.

[0121] The embodiment of the present application provides a vehicle auxiliary driving method, as shown in the figure, which is applied to a vehicle-mounted controller. Figure 3 The method comprises the following steps:

[0122] S301: receiving a steering control signal, the steering control signal comprising a current working condition and a required rack displacement;

[0123] S302: querying the pre-set first transmission ratio data based on the required steering data to obtain the required steering wheel angle corresponding to the required rack displacement;

[0124] S303: if the current working condition is the non-transmission ratio compensation working condition, the required steering wheel angle is determined as the target steering wheel angle;

[0125] S304: If the current working condition is the transmission ratio compensation working condition, the second transmission ratio data set is queried based on the demand steering data, the compensation steering angle corresponding to the demand rack displacement is obtained, and the target steering angle is determined based on the demand steering angle corresponding to the demand rack displacement and the compensation steering angle.

[0126] S305: The steering wheel is controlled to rotate based on the target steering angle.

[0127] In the present embodiment, step S301 is a specific embodiment of step S101, step S302 is a specific embodiment of step S102, step S303 is a specific embodiment of step S103, step S304 is a specific embodiment of step S104, and step S305 is a specific embodiment of step S105.

[0128] In the present embodiment, the demand rack displacement refers to the rack displacement reached by the steering wheel during the steering control process at the current time of the vehicle. In the present embodiment, the demand rack displacement can be determined by converting the demand steering angle of the steering wheel at the current time of the vehicle. The demand steering angle refers to the steering angle determined by querying the first transmission ratio data based on the demand rack displacement. The compensation steering angle refers to the steering angle determined by querying the second transmission ratio data based on the demand rack displacement, which needs to be compensated when the transmission ratio is changed. In the present embodiment, the horizontal coordinate of the first transmission ratio data and the second transmission ratio data is the rack displacement, and the vertical coordinate is the steering angle.

[0129] As an example, in step S301, the vehicle-mounted controller can receive the steering control signal sent by the ADAS through the bus, and the steering control signal includes the current working condition and the demand rack displacement. The current working condition can be any one of the non-transmission ratio compensation working condition and the transmission ratio compensation working condition, so as to determine whether transmission ratio compensation control is needed according to the current working condition.

[0130] As an example, in step S302, after obtaining the demand rack displacement, the vehicle-mounted controller can query the N first transmission ratio data pre-stored in the vehicle-mounted memory based on the demand rack displacement, and obtain the demand steering angle corresponding to the demand rack displacement from the N first transmission ratio data. Here, the demand steering angle refers to the steering angle in the first transmission ratio data corresponding to the same or closest rack displacement as the demand rack displacement.

[0131] As an example, in step S303, when the current working condition is the non-transmission ratio compensation working condition, i.e., no transmission ratio compensation control is needed, the vehicle-mounted controller can directly determine the demand steering angle as the target steering angle.

[0132] As an example, in step S304, the vehicle-mounted controller, when the current working condition is the transmission ratio compensation working condition, i.e., transmission ratio compensation control is needed, can query the N second transmission ratio data set in advance based on the demand rack displacement, determine the compensation steering wheel angle corresponding to the demand rack displacement from the N second transmission ratio data, and the compensation steering wheel angle corresponding to the demand rack displacement herein refers to the steering wheel angle with the same or closest horizontal coordinate as the demand rack displacement in the N compensation steering wheel angles. Finally, based on the demand steering wheel angle corresponding to the demand rack displacement and the compensation steering wheel angle, the target steering wheel angle is determined, and here the demand steering wheel angle corresponding to the demand rack displacement and the compensation steering wheel angle can be subjected to addition or subtraction operation to determine the target steering wheel angle.

[0133] As an example, in step S305, after the vehicle-mounted controller obtains the target steering wheel angle corresponding to the demand rack displacement, the target steering wheel angle is used to control the steering wheel rotation. The target steering wheel angle herein refers to the angle finally output to the steering system actuator for steering control.

[0134] In the embodiment, when the demand steering data in the steering control signal is the demand rack displacement, the demand steering data corresponding demand steering wheel angle can be determined first, and then according to the different current working conditions, it is determined whether the demand steering wheel angle needs to be compensated by the compensation steering wheel angle determined according to the demand rack displacement, so as to determine the target steering wheel angle, so as to control the steering wheel rotation based on the target steering wheel angle, so as to control the steering wheel rotation according to the demand rack displacement, which can adapt to the demand of the transmission ratio compensation working condition and the non-transmission ratio compensation working condition, meet the demand of different driving styles, and improve the user driving experience.

[0135] The embodiment of the present application provides a vehicle auxiliary driving method, as shown in the method applied to the vehicle-mounted controller, which comprises the following steps: Figure 4 The embodiment of the present application provides a vehicle auxiliary driving method, as shown in the method applied to the vehicle-mounted controller, which comprises the following steps:

[0136] S401: receiving a steering control signal, the steering control signal comprising a current working condition and demand steering data;

[0137] S402: when the calibration transmission ratio is a variable transmission ratio, obtaining demand VGR data corresponding to the demand steering data from the first VGR data formed based on the variable transmission ratio;

[0138] S403: if the current working condition is a non-transmission ratio compensation working condition, the demand VGR data is determined as the target transmission ratio data;

[0139] S404: If the current working condition is the transmission ratio compensation working condition, the second transmission ratio data set is queried based on the demand steering data, the compensation transmission ratio data corresponding to the demand steering data is obtained, the demand CGR data corresponding to the fixed transmission ratio is determined based on the demand VGR data corresponding to the demand steering data and the compensation transmission ratio data, and the demand CGR data is determined as the target transmission ratio data.

[0140] S405: The steering wheel is controlled based on the target transmission ratio data.

[0141] The step S401 is a specific embodiment of the step S101, the step S402 is a specific embodiment of the step S102, the step S403 is a specific embodiment of the step S103, the step S404 is a specific embodiment of the step S104, and the step S405 is a specific embodiment of the step S105.

[0142] The calibration transmission ratio refers to the transmission ratio collected by the vehicle in advance without compensation control.

[0143] As an example, in the step S401, the vehicle-mounted controller can receive the steering control signal sent by the ADAS or other devices through the bus, and the steering control signal includes the current working condition and the demand steering data. The current working condition can be any one of the non-transmission ratio compensation working condition and the transmission ratio compensation working condition.

[0144] As an example, in the step S402, when the calibration transmission ratio is the variable transmission ratio VGR, the vehicle-mounted controller can query the first VGR data formed based on the variable transmission ratio VGR in the vehicle-mounted storage in advance based on the demand steering data, and can determine the first VGR data with the same or the closest horizontal coordinate as the demand steering data as the demand VGR data corresponding to the demand steering data; or, the mean value of the adjacent two first VGR data of the horizontal coordinate can be determined as the demand VGR data corresponding to the demand steering data. The demand VGR data here is the transmission ratio data matched with the demand steering data based on the variable transmission ratio VGR.

[0145] As an example, in the step S403, when the current working condition is the non-transmission ratio compensation working condition, i.e., the working condition without transmission ratio compensation control, the demand VGR data can be directly determined as the target transmission ratio data.

[0146] As an example, in step S404, when the current operating condition is a transmission ratio compensation condition, that is, when transmission ratio compensation control is required, the on-board controller needs to query N second transmission ratio data pre-stored in the on-board memory based on the required steering data, and determine the second transmission ratio data whose horizontal coordinate is the same as or closest to the required steering data, or the average of two adjacent second transmission ratio data where the horizontal coordinate is located, as the compensation transmission ratio data corresponding to the required steering data. In this example, the compensation transmission ratio data corresponding to the required steering data is data determined by subtracting the required VGR data and the required CGR data corresponding to the required steering data. The required CGR data here is transmission ratio data that matches the required steering data based on a fixed transmission ratio.

[0147] In this example, since the compensated transmission ratio data is the data formed by subtracting the required VGR data and the required CGR data, the on-board controller can determine the required CGR data formed based on the fixed transmission ratio based on the required VGR data and the compensated transmission ratio data calculated in real time, and determine the required CGR data as the target transmission ratio data corresponding to the fixed transmission ratio.

[0148] As an example, in step S405, after the vehicle-mounted controller obtains the target transmission ratio data corresponding to the required steering data, when the target transmission ratio data is the target steering wheel angle, the steering wheel rotation can be directly controlled based on the target steering wheel angle; when the target transmission ratio data is the target rack displacement, the target rack displacement can be converted to determine the target steering wheel angle, and then the steering wheel rotation can be controlled based on the target steering wheel angle.

[0149] For example, when the calibrated transmission ratio of the vehicle is a variable transmission ratio, that is, when the overall vehicle has a sporty style, if the current working condition is a non-transmission ratio compensation working condition and there is no need to perform a transmission ratio change, the required VGR data can be directly determined as the target transmission ratio data, so that the vehicle maintains the sporty driving style corresponding to the variable transmission ratio; if the current working condition is a transmission ratio compensation working condition and a transmission ratio change is required, the required VGR data and the compensated transmission ratio data can be determined by looking up the table based on the required steering data, and the mathematical relationship between the required VGR data and the compensated transmission ratio data can be used to derive the required CGR data corresponding to the fixed transmission ratio, and the required CGR data can be determined as the target transmission ratio data to achieve the conversion from the sporty style corresponding to the variable transmission ratio to the comfortable style corresponding to the fixed transmission ratio, so that the driver can match the vehicle with different driving styles when driving the vehicle, and the user can choose different vehicle performance according to his preferences.

[0150] The embodiment of the present invention provides a vehicle assisted driving method, such as Figure 5 As shown, the method is applied to a vehicle controller as an example for explanation. The method includes the following steps:

[0151] S501: receiving a steering control signal, the steering control signal comprising a current working condition and demand steering data;

[0152] S502: when the calibration gear ratio is a fixed gear ratio, obtaining demand CGR data corresponding to the demand steering data from first CGR data formed based on the fixed gear ratio;

[0153] S503: if the current working condition is a non-gear ratio compensation working condition, determining the demand CGR data as target gear ratio data;

[0154] S504: if the current working condition is a gear ratio compensation working condition, obtaining compensation gear ratio data corresponding to the demand steering data by querying second gear ratio data set in advance based on the demand steering data, and determining demand VGR data corresponding to the variable gear ratio based on the demand CGR data corresponding to the demand steering data and the compensation gear ratio data, and determining the demand VGR data as the target gear ratio data;

[0155] S505: controlling steering wheel rotation based on the target gear ratio data.

[0156] The step S501 is a specific embodiment of the step S101, the step S502 is a specific embodiment of the step S102, the step S503 is a specific embodiment of the step S103, the step S504 is a specific embodiment of the step S104, and the step S505 is a specific embodiment of the step S105.

[0157] As an example, in the step S501, the vehicle-mounted controller can receive a steering control signal sent by ADAS or other devices through a bus, and the steering control signal comprises a current working condition and demand steering data. The current working condition can be any one of a non-gear ratio compensation working condition and a gear ratio compensation working condition.

[0158] As an example, in the step S502, when the calibration gear ratio is a fixed gear ratio, the vehicle-mounted controller can query first CGR data formed based on the fixed gear ratio in the vehicle-mounted storage based on the demand steering data; the first CGR data with the same or closest horizontal coordinate as the demand steering data is determined as demand CGR data corresponding to the demand steering data, or the average of the adjacent two original CGR data or the first CGR data is determined as the demand CGR data corresponding to the demand steering data. The demand CGR data here is the gear ratio data matched with the demand steering data formed based on the fixed gear ratio CGR.

[0159] As an example, in step S503, the vehicle-mounted controller can obtain, from the vehicle-mounted controller, the N second gear ratio data calibrated in advance, determine the compensation gear ratio data corresponding to the demand steering data as the compensation gear ratio data corresponding to the demand steering data, or the mean value of the adjacent two compensation gear ratio data where the abscissa is located, based on the same or the closest compensation gear ratio data to the abscissa of the demand steering data. In this example, the compensation gear ratio data corresponding to the demand steering data is the data determined by performing subtraction operation on the demand VGR data and the demand CGR data corresponding to the demand steering data. The demand CGR data here is the gear ratio data matched with the demand steering data based on the fixed gear ratio.

[0160] In this example, since the compensation gear ratio data is the data formed by performing subtraction operation on the demand VGR data and the demand CGR data, the vehicle-mounted controller can determine the demand VGR data based on the variable gear ratio based on the real-time calculated demand VGR data and the compensation gear ratio data, and determine the target gear ratio data corresponding to the variable gear ratio based on the demand VGR data.

[0161] As an example, in step S504, after obtaining the target gear ratio data corresponding to the demand steering data, when the target gear ratio data is the target steering wheel rotation angle, the vehicle-mounted controller can directly control the steering wheel rotation based on the target steering wheel rotation angle; when the target gear ratio data is the target rack displacement, the target rack displacement can be converted to determine the target steering wheel rotation angle, and then the steering wheel rotation can be controlled based on the target steering wheel rotation angle.

[0162] For example, when the calibration gear ratio of the vehicle is the fixed gear ratio, that is, the vehicle as a whole is the comfort-oriented style, if the current working condition is the non-gear ratio compensation working condition, and the gear ratio conversion is not required, the demand CGR data can be directly determined as the target gear ratio data, so that the vehicle maintains the comfort-oriented style corresponding to the fixed gear ratio; if the current working condition is the gear ratio compensation working condition, and the gear ratio conversion is required, the demand CGR data and the compensation gear ratio data can be determined based on the demand steering data respectively, the demand VGR data corresponding to the fixed gear ratio can be derived based on the mathematical relationship between the demand CGR data and the compensation gear ratio data, and the demand VGR data is determined as the target gear ratio data, so as to realize the conversion from the comfort-oriented style corresponding to the fixed gear ratio to the sport-oriented style corresponding to the variable gear ratio, so that the driver can match different driving styles when driving the vehicle, and the user can select different vehicle performance according to the preference.

[0163] In an embodiment, as shown in FIG. 1, before step S101, that is, before receiving the steering control signal, the vehicle auxiliary driving method further comprises: Figure 6

[0164] ​S601: Obtain K original transmission ratio data, the original transmission ratio data including original VGR data formed based on a variable transmission ratio and original CGR data formed based on a fixed transmission ratio;

[0165] S602: Perform interpolation processing on the K original transmission ratio data to obtain N first transmission ratio data, the first transmission ratio data including first VGR data formed by interpolation of the original VGR data and first CGR data formed by interpolation of the original CGR data;

[0166] S603: Perform subtraction operation on the N first VGR data and the N first CGR data to obtain N second transmission ratio data.

[0167] The original VGR data is data reflecting a correspondence relationship between a steering wheel angle and a rack displacement formed based on a variable transmission ratio, and specifically, discrete transmission ratio data collected by a vehicle equipped with a VGR steering transmission ratio system during a real vehicle test. The first VGR data refers to data formed by interpolation processing on the original VGR data. The original CGR data is data reflecting a correspondence relationship between a steering wheel angle and a rack displacement formed based on a fixed transmission ratio, and specifically, discrete transmission ratio data collected by a vehicle equipped with a CGR steering transmission ratio system during a real vehicle test. The first CGR data refers to data formed by interpolation processing on the original CGR data.

[0168] As an example, in step S601, the vehicle-mounted controller can obtain K discrete original transmission ratio data actually existing, the original transmission ratio data including K original VGR data formed based on a variable transmission ratio and K original CGR data formed based on a fixed transmission ratio.

[0169] As an example, in step S602, after obtaining the K original transmission ratio data, the vehicle-mounted controller can perform interpolation processing on the original transmission ratio data to obtain first transmission ratio data containing the K original transmission ratio data and N-K interpolated transmission ratio data. In this example, the vehicle-mounted controller performs interpolation processing on the K original CGR data to obtain N first VGR data, and performs interpolation processing on the K original CGR data to obtain N first VGR data.

[0170] In an example, the vehicle-mounted controller can acquire K discrete original VGR data formed based on the variable transmission ratio; then, interpolate the K original VGR data, specifically interpolate the adjacent two original VGR data, to acquire K-N interpolated VGR data; finally, acquire high-density continuous N first VGR data based on the K original VGR data and the K-N interpolated VGR data. In this example, the N first VGR data formed after interpolation contain the K original VGR data and the K-N interpolated VGR data, so that the density of the first VGR data formed after interpolation is high, which can be understood as a fitted VGR curve, which can facilitate subsequent transmission ratio compensation.

[0171] Further, the vehicle-mounted controller specifically performs the following steps: (1) the vehicle-mounted controller can acquire K original VGR data formed based on the variable transmission ratio, the original VGR data including the steering wheel rotation angle and the rack displacement, the steering wheel rotation angles of the K original VGR data being equidistantly arranged or the rack displacements being equidistantly arranged, to facilitate subsequent transmission ratio compensation control. (2) interpolate the adjacent two original VGR data to acquire (N-K) / (K-1) interpolated VGR data formed between the adjacent two original VGR data, the steering wheel rotation angles or the rack displacements of the adjacent two original VGR data and the (N-K) / (K-1) interpolated VGR data formed therebetween being equidistantly arranged, to facilitate subsequent transmission ratio compensation control. (3) Since (N-K) / (K-1) interpolated VGR data are formed between any adjacent two original VGR data, a total of N-K interpolated VGR data are formed, therefore, high-density continuous N first VGR data can be formed based on the K original VGR data and the K-N interpolated VGR data, the steering wheel rotation angles or the rack displacements of the N first VGR data being equidistantly arranged. For example, the vehicle-mounted controller acquires 100 original VGR data formed based on the variable transmission ratio, the horizontal coordinates (steering wheel rotation angles or rack displacements) of the 100 original VGR data being equidistantly arranged; 9999 interpolated VGR data can be inserted between the adjacent two original VGR data, a total of 9999*99=989901 interpolated VGR data are formed; finally, 990001 first VGR data of high-density continuity are formed based on the 100 original VGR data and the 989901 interpolated VGR data, a fitted VGR curve is formed.

[0172] In another example, the vehicle-mounted controller can acquire K discrete original CGR data formed based on the fixed transmission ratio; then, interpolate the K original CGR data, specifically interpolate the adjacent two original CGR data, to acquire K-N interpolated CGR data; finally, based on the K original CGR data and the K-N interpolated CGR data, acquire N high-density continuous first CGR data. In this example, the N first CGR data formed after interpolation include the K original CGR data and the K-N interpolated CGR data, so that the density of the first CGR data formed after interpolation is high, which can be understood as a fitted CGR curve, which can facilitate subsequent transmission ratio compensation.

[0173] Further, the vehicle-mounted controller specifically performs the following steps: (1) The vehicle-mounted controller can acquire K original CGR data formed based on the fixed transmission ratio, the original CGR data including the steering wheel rotation angle and the rack displacement, the steering wheel rotation angles of the K original CGR data being equidistantly arranged or the rack displacements being equidistantly arranged, to facilitate subsequent transmission ratio compensation control. (2) Interpolate the adjacent two original CGR data to acquire (N-K) / (K-1) interpolated CGR data formed between the adjacent two original CGR data, the steering wheel rotation angles or the rack displacements of the adjacent two original CGR data and the (N-K) / (K-1) interpolated CGR data formed therebetween being equidistantly arranged, to facilitate subsequent transmission ratio compensation control. (3) Since (N-K) / (K-1) interpolated CGR data are formed between any adjacent two original CGR data, a total of N-K interpolated CGR data are formed, therefore, based on the K original CGR data and the K-N interpolated CGR data, N high-density continuous first CGR data can be formed, the steering wheel rotation angles or the rack displacements of the N first CGR data being equidistantly arranged. For example, the vehicle-mounted controller acquires 100 original CGR data formed based on the fixed transmission ratio, the horizontal coordinates (steering wheel rotation angles or rack displacements) of the 100 original CGR data being equidistantly arranged; 9999 interpolated CGR data can be inserted between the adjacent two original CGR data, a total of 9999*99=989901 interpolated CGR data are formed; finally, based on the 100 original CGR data and the 989901 interpolated CGR data, 990001 high-density continuous first CGR data are formed, a fitted CGR curve is formed.

[0174] In this example, the vehicle-mounted controller can use but is not limited to methods such as Lagrange interpolation, piecewise linear interpolation, etc. to perform interpolation processing on the original VGR data and the original CGR data, and obtain a VGR interpolation function and a CGR interpolation function corresponding to the original VGR data, respectively. Then, N first VGR data with equidistant intervals in the horizontal coordinate can be selected from the VGR interpolation function, and N first CGR data with equidistant intervals in the horizontal coordinate can be obtained from the CGR interpolation function, so that the N first VGR data are high-density continuous values in the VGR fitting curve formed by the VGR interpolation function, and the N first CGR data are high-density continuous values in the CGR fitting curve formed by the CGR interpolation function, which can guarantee the smoothness and continuity of the data to facilitate the accuracy and efficiency of subsequent compensation processing.

[0175] As an example, in step S603, after obtaining the N first VGR data corresponding to the fitted VGR curve and the N first CGR data corresponding to the fitted CGR curve, the vehicle-mounted controller can perform subtraction operation on the N first VGR data and the N first CGR data. Specifically, the first VGR data and the first CGR data with the same horizontal coordinate are subtracted to obtain the second gear ratio data corresponding to the same horizontal coordinate. For example, the first VGR data is S VGR2 , the first CGR data is S CGR2 , and the second gear ratio data formed thereby is ΔS = S VGR2 -S CGR2 . Understandably, since the N first VGR data and the N first CGR data are both high-density continuous data, the N second gear ratio data formed thereby are also high-density continuous data.

[0176] In this example, a small amount of discrete original gear ratio data collected by real vehicle test is subjected to interpolation processing to form high-density continuous first gear ratio data, which can guarantee the smoothness and continuity of the first gear ratio data formed thereby, so that the corresponding demand gear ratio data can be quickly and accurately queried according to the demand steering data in the subsequent process, which helps to save the computing power in the process of vehicle auxiliary driving and improve the processing efficiency. The first gear ratio data includes the first VGR data and the first CGR data, and subtraction operation can be performed thereon to determine the mathematical relationship between the differences of the two steering gear ratio systems (VGR / CGR), so that the same steering angle gear ratio can be maintained by using this mathematical relationship in the subsequent process to realize the switching of different driving styles.

[0177] In an embodiment, as shown in Figure 7 , step S602, i.e. interpolation processing of K original gear ratio data to obtain N first gear ratio data, includes:

[0178] S701: adopt a cubic spline interpolation method to interpolate the adjacent two original transmission ratio data, and obtain the transmission ratio interpolation function between the adjacent two original transmission ratio data;

[0179] S702: determine (N-K) / (K-1) interpolation transmission ratio data between the adjacent two original transmission ratio data from the transmission ratio interpolation function between the adjacent two original transmission ratio data;

[0180] S703: obtain N first transmission ratio data according to K original transmission ratio data and N-K interpolation transmission ratio data.

[0181] As an example, in step S701, the vehicle-mounted controller can adopt a cubic spline interpolation method to interpolate the adjacent two original transmission ratio data, and obtain the transmission ratio interpolation function between the adjacent two original transmission ratio data, specifically: the vehicle-mounted controller can adopt a cubic spline interpolation method to interpolate the adjacent two original VGR data, and obtain the VGR interpolation function between the adjacent two original VGR data. And the vehicle-mounted controller can adopt a cubic spline interpolation method to interpolate the adjacent two original CGR data, and obtain the CGR interpolation function between the adjacent two original CGR data.

[0182] For example, K original transmission ratio data (such as original VGR data or original CGR data) are {(x1, y1), (x2, y2),..., (xK, yK)}, adopt a cubic spline interpolation to calculate and interpolate K original transmission ratio data, specifically, determine the adjacent two original transmission ratio data as an interval [xi, xi+1], i=1…k-1, step h = xi+1-xi, and interpolate between the adjacent two original transmission ratio data by using a cubic polynomial S(x), wherein the expression of S(x) is as follows: k k i i+1 i i+1 i i i

[0183] i i i i i i 2 i i 3 i i ​​​​​​​​​​​​​​​​​​​​​​

[0184] c i 、d i are to be determined polynomial coefficients. The cubic function S i (x) must satisfy the following conditions:

[0185] S i (x i ) = y i ; S i (x i+1 ) = y i+1 (2)

[0186] S i (x i+1 ) = S i+1 (x i+1 ) (3)

[0187] S' i (x i+1 ) = S' i+1 (x i+1 ) (4)

[0188] S" i (x i+1 ) = S" i+1 (x i+1 ) (5)

[0189] In order to make the solution of the final matrix equation set unique, and to make the calculation amount as little as possible when solving the equation set, the boundary conditions are set as follows:

[0190] S"1(x1) = S" k-1 (x k ) = 0 (6)

[0191] S"1(x1) = S" k-1 (x k ) = 0 (6)

[0192] Then, the following matrix equation set can be obtained from the limit conditions of formula (2) to formula (6):

[0193]

[0194] Solving the above matrix equation set, the value of m i can be obtained; then each polynomial coefficient in formula (1) can be obtained from the following formulas:

[0195] a i = y i (8)

[0196] b i = (y i+1 - y i ) / hi -m i *h i / 2-(m i+1 -m i )*h i / 6 (9)

[0197] c i = m i / 2 (10)

[0198] d i = (m i+1 -m i ) / (6*h i ), i = 1, …, k-1 (11)

[0199] In combination with formula (1), formula (8) to (11), the cubic spline function S i (x) in the adjacent two original transmission ratio data [x i+1 , x i ] is obtained, which is determined as the transmission ratio interpolation function between the adjacent two original transmission ratio data. Understandably, when the original transmission ratio data is the original VGR data, the transmission ratio interpolation function formed thereby is the VGR interpolation function; when the original transmission ratio data is the original CGR data, the transmission ratio interpolation function formed thereby is the CGR interpolation function. Since the interpolation processing is performed by the Lagrange interpolation method and the piecewise linear interpolation method, etc., there are defects such as high-order interpolation fluctuation and non-smooth curve at the nodes, etc. In the present example, the cubic spline interpolation method is used for interpolation processing, which can overcome the problems of high-order interpolation fluctuation and non-smooth curve at the nodes, etc., and has the advantages of high interpolation precision and good effect.

[0200] As an example, in step S702, after obtaining the transmission ratio interpolation function between two adjacent original transmission ratio data, the on-board controller may select (NK) / (K-1) interpolated transmission ratio data between the two adjacent original transmission ratio data from the transmission ratio interpolation function between the two adjacent original transmission ratio data. Preferably, the on-board controller may select (NK) / (K-1) interpolated transmission ratio data with equally spaced horizontal coordinates from the transmission ratio interpolation function between the two adjacent original transmission ratio data, so as to facilitate the one-to-one correspondence of the horizontal coordinates during the subsequent subtraction process, making it feasible to calculate the second transmission ratio data by subtraction process. It can be understood that since K-1 groups of two adjacent original transmission ratio data are formed in the K original transmission ratio data, (NK) / (K-1) interpolated transmission ratio data are formed between each group of two adjacent original transmission ratio data, so that after the interpolation process, a total of NK interpolated transmission ratio data are formed. It can be understood that when the original transmission ratio data is original VGR data, the interpolated transmission ratio data formed therefrom is interpolated VGR data; when the original transmission ratio data is original CGR data, the interpolated transmission ratio data formed therefrom is interpolated CGR data.

[0201] As an example, in step S703, after acquiring NK interpolated gear ratio data, the onboard controller may generate N high-density, continuous first gear ratio data based on the K original gear ratio data and the NK interpolated gear ratio data. For example, the N high-density, continuous first VGR data may be generated based on the K original VGR data and the NK interpolated VGR data; or the N high-density, continuous first CGR data may be generated based on the K original CGR data and the NK interpolated CGR data.

[0202] In this example, the cubic spline interpolation method is used to interpolate the discrete K original VGR data and K original CGR data. Starting from the overall data, the curve change trend between two adjacent data points is accurately predicted, and high-density continuous N first VGR data and N first CGR data with high fitting accuracy and good fitting effect are obtained respectively, so as to ensure the accuracy of the second transmission ratio data obtained by subtracting the N first VGR data and the first CGR data.

[0203] In one embodiment, the first VGR data and the first CGR data both include a steering wheel angle and a rack displacement;

[0204] like Figure 8 As shown, step S603, that is, performing a subtraction operation on the N first VGR data and the N first CGR data to obtain N second gear ratio data, includes:

[0205] S801: If the steering wheel angles in the N first VGR data and the N first CGR data are one-to-one corresponding, based on the same steering wheel angle, the rack displacements in the first VGR data and the first CGR data are subtracted to obtain a compensation rack displacement corresponding to the steering wheel angle, and based on the steering wheel angle and the compensation rack displacement, the second transmission ratio data is determined;

[0206] S802: If the rack displacements in the N first VGR data and the N first CGR data are one-to-one corresponding, based on the same rack displacement, the steering wheel angles in the first VGR data and the first CGR data are subtracted to obtain a compensation steering wheel angle corresponding to the rack displacement, and based on the rack displacement and the compensation steering wheel angle, the second transmission ratio data is determined.

[0207] In this example, after obtaining the N first VGR data corresponding to the fitted VGR curve and the N first CGR data corresponding to the fitted CGR curve, the vehicle-mounted controller needs to first analyze and determine whether the steering wheel angles in the N first VGR data and the N first CGR data are one-to-one corresponding or the rack displacements are one-to-one corresponding, so as to determine different subtraction processing operations according to the analysis result.

[0208] As an example, in step S801, when the steering wheel angles in the N first VGR data and the N first CGR data are one-to-one corresponding, especially when the steering wheel angles in the N first VGR data and the N first CGR data are one-to-one corresponding, the rack displacements in the first VGR data and the first CGR data can be subtracted based on the same steering wheel angle to obtain a compensation rack displacement corresponding to the steering wheel angle; the steering wheel angle and the corresponding compensation rack displacement are determined as the second transmission ratio data. That is, in the compensation transmission ratio curve fitted by the formed high-density continuous N second transmission ratio data, the horizontal coordinate is the steering wheel angle and the vertical coordinate is the compensation rack displacement. For example, the first VGR data is S VGR2 =(Xv1, Ys1), the first CGR data is S CGR2 =(Xv2, Ys2), since the steering wheel angles Xv1 in the N first VGR data and the steering wheel angles Xv2 in the N first CGR data are one-to-one corresponding, the second transmission ratio data formed thereby is ΔS=S VGR2 CGR2 =(Xv1, Ys1-Ys2), where v is the steering wheel angle and s is the rack displacement.

[0209] ​As an example, in step S802, when the rack displacements in the N first VGR data and the N first CGR data are one-to-one corresponding, especially when the rack displacements in the N first VGR data and the N first CGR data are one-to-one corresponding and are equidistantly spaced, the vehicle-mounted controller can perform subtraction processing on the steering wheel turning angles in the first VGR data and the first CGR data based on the same rack displacement to obtain a compensation steering wheel turning angle corresponding to the rack displacement; and the rack displacement and the compensation steering wheel turning angle corresponding thereto are determined as second transmission ratio data. That is, in the compensation transmission ratio curve formed by the high-density continuous N second transmission ratio data, the horizontal coordinate is the steering wheel turning angle, and the vertical coordinate is the rack displacement. For example, the first VGR data is S VGR2 =(Xs1, Yv1), and the first CGR data is S CGR2 =(Xs2, Yv2), since the steering wheel turning angles Xs1 in the N first VGR data and the steering wheel turning angles Xs2 in the N first CGR data are one-to-one corresponding, the second transmission ratio data formed thereby is ΔS=S VGR2 CGR2 =(Xs1, Yv1-Yv2), where v is the steering wheel turning angle, and s is the rack displacement.

[0210] In the present embodiment, when the first VGR data and the first CGR data both include the steering wheel turning angle and the rack displacement, two different rack displacements corresponding to the same steering wheel turning angle can be subjected to subtraction processing to determine a compensation rack displacement corresponding thereto, so as to obtain second transmission ratio data formed by the steering wheel turning angle and the compensation rack displacement; or different steering wheel turning angles corresponding to the same rack displacement can be subjected to subtraction processing to determine a compensation steering wheel turning angle corresponding thereto, so as to obtain second transmission ratio data formed by the rack displacement and the compensation steering wheel turning angle, so that different second transmission ratio data can be determined according to different data types, so as to improve applicability in subsequent compensation working conditions. In the present example, the high-density continuous second transmission ratio data formed based on the N first VGR data and the N first CGR data can be stored in the vehicle-mounted memory, so that the corresponding second transmission ratio data can be quickly determined through table lookup calculation in subsequent compensation control processes, without the need for interpolation processing in the compensation process, so as to reduce the operation amount of the vehicle-mounted controller in the interpolation processing during vehicle driving, improve the processing efficiency of determining the second transmission ratio data, and further improve the response efficiency of the vehicle.

[0211] It should be understood that the size of the serial number of each step in the above embodiments does not mean the order of execution, and the execution order of each process should be determined according to its function and inherent logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0212] ​In an embodiment, a vehicle-mounted controller is provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the vehicle auxiliary driving method in the above embodiments when executing the computer program, for example Figure 1 as shown in S101-S105, or Figures 2 to 8 as shown in the above embodiments, which will not be repeated here to avoid repetition.

[0213] In an embodiment, the vehicle-mounted controller is built-in with a signal receiving module, a steering control module, a transmission ratio compensation module, and a steering execution module; the signal receiving module is configured to receive a steering control signal, the steering control signal comprising current working conditions and demand steering data; the steering control module is configured to query the first transmission ratio data based on the demand steering data, and obtain demand transmission ratio data corresponding to the demand steering data; the transmission ratio compensation module is configured to query the second transmission ratio data based on the demand steering data, and obtain compensation transmission ratio data corresponding to the demand steering data, and determine target transmission ratio data based on the demand transmission ratio data and the compensation transmission ratio data corresponding to the demand steering data; and the steering execution module is configured to control the steering wheel to rotate based on the target transmission ratio data.

[0214] In an embodiment, a vehicle auxiliary driving system is provided, comprising the vehicle-mounted controller in the above embodiments, an ADAS system, and a steering system execution mechanism; the vehicle-mounted controller is connected to the ADAS system and can receive the steering control signal sent by the ADAS system; the vehicle-mounted controller is connected to the steering system execution mechanism and can output the target transmission ratio data to the steering system execution mechanism, so that the steering system execution mechanism controls the steering wheel to rotate based on the target transmission ratio data. Each module can be implemented by software, hardware, or a combination thereof. The above modules can be embedded in or independent of the processor in the computer device in hardware form, or can be stored in the memory in the computer device in software form, so as to be called and executed by the processor to perform the operations corresponding to each module.

[0215] In an embodiment, a vehicle is provided, comprising the vehicle auxiliary driving system in the above embodiments.

[0216] In an embodiment, a computer readable storage medium is provided, the computer readable storage medium storing a computer program, wherein the computer program is executed by a processor to implement the vehicle auxiliary driving method in the above embodiments, for example Figure 1 as shown in S101-S105, or Figures 2 to 8 as shown in the above embodiments, which will not be repeated here to avoid repetition.

[0217] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer readable storage medium. When the computer program is executed, the processes of the above-mentioned embodiments of the methods can be included. Any reference to memory, storage, database or other medium used in the embodiments provided in the present application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (RON), programmable RON (PRON), electrically programmable RON (EPRON), electrically erasable programmable RON (EEPRON) or flash memory. Volatile memory can include random access memory (RAN) or external cache memory. As an illustration but not limitation, RAN is available in various forms, such as static RAN (SRAN), dynamic RAN (DRAN), synchronous DRAN (SDRAN), double data rate SDRAN (DDR SDRAN), enhanced SDRAN (ESDRAN), synchronous link (SyKchliKk) DRAN (SLDRAN), memory bus (RaNbus) direct RAN (RDRAN), direct memory bus dynamic RAN (DRDRAN), and memory bus dynamic RAN (RDRAN).

[0218] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the above-mentioned division of functional units and modules is exemplified, and in actual application, the above-mentioned functions can be completed by different functional units and modules according to needs, that is, the internal structure of the device is divided into different functional units or modules to complete all or part of the functions described above.

[0219] The above-mentioned embodiments are only used to illustrate the technical solutions of the present application, but not limit it. Although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for part of the technical features. Such modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. A vehicle assisted driving method, characterized by, The method comprises the following steps: receiving a steering control signal, wherein the steering control signal comprises a current working condition and demand steering data; querying first transmission ratio data set in advance based on the demand steering data to obtain demand transmission ratio data corresponding to the demand steering data; if the current working condition is a non-transmission ratio compensation working condition, determining the demand transmission ratio data as target transmission ratio data; if the current working condition is a transmission ratio compensation working condition, querying second transmission ratio data set in advance based on the demand steering data to obtain compensation transmission ratio data corresponding to the demand steering data, and determining target transmission ratio data based on the demand transmission ratio data and the compensation transmission ratio data corresponding to the demand steering data; controlling rotation of a steering wheel based on the target transmission ratio data.

2. The vehicle auxiliary driving method according to claim 1, wherein the receiving of the steering control signal, wherein the steering control signal comprises a current working condition and demand steering data, comprises: receiving a steering control signal, wherein the steering control signal comprises a current working condition and demand steering wheel rotation angle; the querying of first transmission ratio data set in advance based on the demand steering data to obtain demand transmission ratio data corresponding to the demand steering data comprises: querying first transmission ratio data set in advance based on the demand steering data to obtain demand rack displacement corresponding to the demand steering wheel rotation angle; the determining of the demand transmission ratio data as target transmission ratio data if the current working condition is a non-transmission ratio compensation working condition comprises: if the current working condition is a non-transmission ratio compensation working condition, determining the demand rack displacement as target rack displacement; the querying of second transmission ratio data set in advance based on the demand steering data to obtain compensation transmission ratio data corresponding to the demand steering data if the current working condition is a transmission ratio compensation working condition, and the determining of target transmission ratio data based on the demand transmission ratio data and the compensation transmission ratio data corresponding to the demand steering data comprises: if the current working condition is a transmission ratio compensation working condition, querying second transmission ratio data set in advance based on the demand steering data to obtain compensation rack displacement corresponding to the demand steering wheel rotation angle, and determining target rack displacement based on the demand rack displacement and the compensation rack displacement corresponding to the demand steering wheel rotation angle; the controlling of rotation of a steering wheel based on the target transmission ratio data comprises: determining target steering wheel rotation angle based on the target rack displacement, and controlling rotation of the steering wheel based on the target steering wheel rotation angle.

3. The vehicle auxiliary driving method according to claim 1, wherein the receiving of the steering control signal, wherein the steering control signal comprises a current working condition and demand steering data, comprises: receiving a steering control signal, wherein the steering control signal comprises a current working condition and demand rack displacement; the querying of first transmission ratio data set in advance based on the demand steering data to obtain demand transmission ratio data corresponding to the demand steering data comprises: querying first transmission ratio data set in advance based on the demand steering data to obtain demand steering wheel rotation angle corresponding to the demand rack displacement; If the current operating condition is a non-transmission ratio compensation operating condition, determining the required transmission ratio data as the target transmission ratio data includes: If the current operating condition is a non-transmission ratio compensation operating condition, determining the required steering wheel angle as a target steering wheel angle; If the current operating condition is a transmission ratio compensation operating condition, querying preset second transmission ratio data based on the demand steering data, obtaining compensation transmission ratio data corresponding to the demand steering data, and determining target transmission ratio data based on the demand transmission ratio data and the compensation transmission ratio data corresponding to the demand steering data, including: If the current operating condition is a transmission ratio compensation operating condition, querying pre-set second transmission ratio data based on the required steering data to obtain a compensation steering wheel angle corresponding to the required rack displacement, and determining a target steering wheel angle based on the required steering wheel angle and the compensation steering wheel angle corresponding to the required rack displacement; The controlling the steering wheel rotation based on the target transmission ratio data includes: Steering wheel rotation is controlled based on the target steering wheel angle.

4. The vehicle assisted driving method according to claim 1, wherein: The querying of preset first transmission ratio data based on the required steering data to obtain required transmission ratio data corresponding to the required steering data includes: When the calibrated transmission ratio is a variable transmission ratio, obtaining required VGR data corresponding to the required steering data from first VGR data formed based on the variable transmission ratio; If the current operating condition is a non-transmission ratio compensation operating condition, determining the required transmission ratio data as the target transmission ratio data includes: If the current working condition is a non-transmission ratio compensation working condition, the required VGR data is determined as the target transmission ratio data; If the current operating condition is a transmission ratio compensation operating condition, querying preset second transmission ratio data based on the demand steering data, obtaining compensation transmission ratio data corresponding to the demand steering data, and determining target transmission ratio data based on the demand transmission ratio data and the compensation transmission ratio data corresponding to the demand steering data, including: If the current operating condition is a transmission ratio compensation operating condition, the pre-set second transmission ratio data is queried based on the demand steering data to obtain the compensation transmission ratio data corresponding to the demand steering data. Based on the demand VGR data corresponding to the demand steering data and the compensation transmission ratio data, the demand CGR data corresponding to the fixed transmission ratio is determined, and the demand CGR data is determined as the target transmission ratio data.

5. The vehicle assisted driving method according to claim 1, wherein: The querying of preset first transmission ratio data based on the required steering data to obtain required transmission ratio data corresponding to the required steering data includes: When the calibrated transmission ratio is a fixed transmission ratio, obtaining required CGR data corresponding to the required steering data from first CGR data formed based on the fixed transmission ratio; If the current operating condition is a non-transmission ratio compensation operating condition, determining the required transmission ratio data as the target transmission ratio data includes: if the current working condition is a non-ratio compensation condition, determining the required CGR data as target ratio data; if the current working condition is a ratio compensation condition, querying the second ratio data set in advance based on the required steering data, obtaining the compensation ratio data corresponding to the required steering data, and determining the target ratio data based on the required steering data corresponding to the required CGR data and the compensation ratio data. if the current working condition is a ratio compensation condition, querying the second ratio data set in advance based on the required steering data, obtaining the compensation ratio data corresponding to the required steering data, and determining the target ratio data based on the required steering data corresponding to the required CGR data and the compensation ratio data.

6. The vehicle assisted driving method according to claim 1, characterized by, Before the receiving of the steering control signal, the vehicle auxiliary driving method further comprises: obtaining K original ratio data, the original ratio data including original VGR data formed based on a variable ratio and original CGR data formed based on a fixed ratio; interpolating the K original ratio data to obtain N first ratio data, the first ratio data including first VGR data interpolated from the original VGR data and first CGR data interpolated from the original CGR data; performing subtraction operation on the N first VGR data and the N first CGR data to obtain N second ratio data.

7. The vehicle assist driving method according to claim 6, characterized by, interpolating the K original ratio data to obtain N first ratio data, comprising: interpolating adjacent two original ratio data by using a cubic spline interpolation method to obtain a ratio interpolation function between the adjacent two original ratio data; determining (N-K) / (K-1) interpolation ratio data between the adjacent two original ratio data from the ratio interpolation function between the adjacent two original ratio data; obtaining N first ratio data according to the K original ratio data and (N-K) interpolation ratio data.

8. The vehicle assist driving method according to claim 6, characterized by, The first VGR data and the first CGR data both include steering wheel rotation angle and rack displacement. performing subtraction operation on the N first VGR data and the N first CGR data to obtain N second ratio data, comprising: if the steering wheel rotation angle in the N first VGR data and the N first CGR data corresponds one-to-one, performing subtraction operation on the rack displacement in the first VGR data and the first CGR data based on the same steering wheel rotation angle to obtain compensation rack displacement corresponding to the steering wheel rotation angle, and determining second ratio data based on the steering wheel rotation angle and the compensation rack displacement; If the rack displacements in the N first VGR data and the N first CGR data are one-to-one corresponding, based on the same rack displacement, the steering wheel steering angles in the first VGR data and the first CGR data are subtracted to obtain a compensation steering wheel steering angle corresponding to the rack displacement, and based on the rack displacement and the compensation steering wheel steering angle, second transmission ratio data is determined.

9. The vehicle assisted driving method according to claim 1, characterized by, After receiving the steering control signal, the vehicle auxiliary driving method further includes: If the current working condition is that the transmission ratio configuration code is identified as a non-compensation identifier, it is determined that the current working condition is a non-transmission ratio compensation working condition. If the current working condition is that the transmission ratio configuration code is identified as a compensation identifier, it is determined that the current working condition is a transmission ratio compensation working condition.

10. The vehicle assisted driving method according to claim 1, characterized by, After receiving the steering control signal, the vehicle auxiliary driving method further includes: If the current working condition is that no control instruction of transmission ratio compensation control by the user is listened to, it is determined that the current working condition is a non-transmission ratio compensation working condition. If the current working condition is that a control instruction of transmission ratio compensation control by the user is listened to, it is determined that the current working condition is a transmission ratio compensation working condition.

11. An in-vehicle controller comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, The processor executes the computer program to realize the vehicle auxiliary driving method of any one of claims 1 to 10.

12. The in-vehicle controller of claim 11, wherein, The vehicle-mounted controller includes: A signal receiving module is configured to receive a steering control signal, the steering control signal including a current working condition and demand steering data; A steering control module is configured to query first transmission ratio data set in advance based on the demand steering data to obtain demand transmission ratio data corresponding to the demand steering data; A transmission ratio compensation module is configured to query second transmission ratio data set in advance based on the demand steering data to obtain compensation transmission ratio data corresponding to the demand steering data, and determine target transmission ratio data based on the demand transmission ratio data and the compensation transmission ratio data corresponding to the demand steering data; A steering execution module is configured to control the steering wheel to rotate based on the target transmission ratio data.

13. A vehicle assisted driving system, characterized by, The vehicle-mounted controller, the ADAS system, and the steering system execution mechanism of any one of claims 11 to 12 are included; The vehicle-mounted controller is connected to the ADAS system and can receive the steering control signal sent by the ADAS system; The vehicle-mounted controller is connected to the steering system execution mechanism and outputs the target transmission ratio data to the steering system execution mechanism, so that the steering system execution mechanism controls the steering wheel to rotate based on the target transmission ratio data.

14. A vehicle characterized by comprising: The vehicle auxiliary driving system of claim 13 is included.

15. A computer-readable storage medium, the computer-readable storage medium storing a computer program, characterized in that, The computer program is executed by the processor to realize the vehicle auxiliary driving method of any one of claims 1 to 10.

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