Driving deviation correction control method, device and equipment and readable storage medium

Abstract

The invention provides a driving deviation correction control method, device and equipment and a readable storage medium. The method comprises the steps that the current yaw velocity and the current side slip angle of a target vehicle are obtained; based on the current yaw velocity, a preset target yaw velocity, the current side slip angle and a preset target side slip angle, calculating to obtain a target correction moment; and the target vehicle is controlled according to the target correction torque and the current driving working condition. Compared with the prior art, the control targets such as the yaw velocity and the side slip angle are considered, the current actual running working condition of the vehicle is also considered, the deviation rectification control is matched with the running working condition, and the accuracy of running deviation rectification control is improved.

Description

Technical Field

[0001] The embodiments of the present invention relate to the field of driving deviation correction, and in particular to a driving deviation correction control method, device, equipment and readable storage medium. Background Art

[0002] Whether the vehicle can stably drive in a straight line without the driver actively steering is an important indicator for evaluating the vehicle's handling. In actual driving, the vehicle often deviates due to factors such as tire pressure changes, tire tread wear, suspension system abnormalities, and inaccurate four-wheel alignment.

[0003] At present, in order to solve the problem of deviation, the driving correction technology used by vehicles on the market is mainly based on the proportional integral differential (PID) control method. This control method calculates the required torque according to the single signal target of the signal sent by the gyroscope, and has the advantage of simple modeling. However, it does not take into account the actual driving conditions of the vehicle. There is a mismatch between the deviation correction control and the actual driving conditions, and the accuracy of the deviation correction control is low. Summary of the invention

[0004] In view of the above problems, the embodiments of the present invention provide a driving deviation correction control method, device, equipment and readable storage medium, which improve the accuracy of driving deviation correction control.

[0005] In order to solve the above technical problems, the first aspect of the present invention provides a driving deviation correction control method, comprising:

[0006] Obtaining a current yaw angular velocity of the target vehicle and a current sideslip angle of the center of mass of the target vehicle;

[0007] Calculating a target correction torque based on the current yaw rate, a preset target yaw rate, a current center-of-mass sideslip angle, and a preset target center-of-mass sideslip angle;

[0008] Determine the driving condition of the target vehicle; and perform deviation correction control on the target vehicle according to the target correction torque and the driving condition.

[0009] The present invention determines the driving condition of the target vehicle and performs correction control on the target vehicle according to the target correction torque and the driving condition. Compared with the prior art, in addition to considering the signal control target, the current actual driving condition of the target vehicle is also considered to achieve matching of the correction control with the actual driving condition, thereby improving the accuracy of the driving correction control. In addition, the target correction torque is calculated according to the current yaw angular velocity and the preset target yaw angular velocity, the current center of mass sideslip angle and the preset target center of mass sideslip angle. Compared with the prior art technical solution based on the gyroscope sending signals, the control target based on the target yaw angular velocity and the target center of mass angular velocity is adopted, which is more perfect than a single signal control target, more in line with the physical characteristics of the vehicle, and can further improve the anti-interference ability of the vehicle's driving correction control while improving the control accuracy.

[0010] In some implementations of the first aspect, determining the driving condition of the target vehicle is specifically:

[0011] Obtaining the angle value of the front wheel turning angle of the target vehicle;

[0012] When the angle value of the front wheel turning angle is greater than a preset turning angle threshold, determining that the driving condition is a turning condition;

[0013] When the angle value of the front wheel turning angle is less than or equal to a preset turning angle threshold, it is determined that the driving condition is a straight driving condition.

[0014] In some implementations of the first aspect, determining the current operating condition of the target vehicle further includes:

[0015] Get the steering wheel angle;

[0016] When the steering wheel angle is greater than a preset angle threshold, determining that the driving condition is a steering condition;

[0017] When the steering wheel angle is less than or equal to a preset angle threshold, it is determined that the driving condition is a straight driving condition.

[0018] The second aspect of the present invention provides a driving deviation correction control device, including an acquisition module, a calculation module and a first control module; wherein:

[0019] The acquisition module is used to acquire the current yaw angular velocity of the target vehicle and the current sideslip angle of the center of mass of the target vehicle;

[0020] The calculation module is used to calculate the target correction torque based on the current yaw angular velocity, the preset target yaw angular velocity, the current center of mass sideslip angle and the preset target center of mass sideslip angle;

[0021] The first control module is used to determine the driving condition of the target vehicle; and perform deviation correction control on the target vehicle according to the target correction torque and the driving condition.

[0022] A third aspect of the present invention provides a driving deviation correction control device, comprising: a processor, a memory, a communication interface and a communication bus, wherein the processor, the memory and the communication interface communicate with each other through the communication bus;

[0023] The memory is used to store at least one executable instruction, and the executable instruction enables the processor to execute the operation of the driving deviation correction control method.

[0024] The fourth aspect of the present application provides a computer-readable storage medium, in which at least one executable instruction is stored. When the executable instruction is executed on a driving correction control device / apparatus, the driving correction control device / apparatus performs the operation of the driving correction control method. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 : A flow chart of the first embodiment of the driving deviation correction control method applied for in the present invention.

[0026] Figure 2 : A flow chart of the second embodiment of the driving deviation correction control method applied for by the present invention.

[0027] Figure 3 : It is a flow chart of the third embodiment of the driving deviation correction control method applied for in the present invention.

[0028] Figure 4 : It is a flow chart of the fourth embodiment of the driving deviation correction control method applied for in the present invention.

[0029] Figure 5 : It is a flow chart of the fifth embodiment of the driving deviation correction control method applied for in the present invention.

[0030] Figure 6 : A schematic diagram of the principle of an embodiment of the sliding surface design provided in the present application.

[0031] Figure 7 : A flow chart of an implementation of the fifth embodiment of the driving deviation correction control method applied for in the present invention.

[0032] Figure 8 : A flow chart of an implementation of the sixth embodiment of the driving deviation correction control method applied for in the present invention.

[0033] Fig. 9: A flow chart of an implementation of the seventh embodiment of the driving deviation correction control method applied for by the present invention.

[0034] Fig.10 : A schematic structural diagram of an implementation mode of the driving deviation correction control device applied for in the present invention.

[0035] Fig.11 : A schematic structural diagram of another embodiment of the driving deviation correction control device applied for in the present invention.

[0036] Fig.12 : A schematic structural diagram of another embodiment of the driving deviation correction control device applied for in the present invention.

[0037] Fig.13 : A schematic structural diagram of an embodiment of the driving deviation correction control device applied for in the present invention. DETAILED DESCRIPTION

[0038] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0039] Embodiment 1

[0040] According to relevant technical records, in order to solve the problem of deviation, the driving correction technology currently used by vehicles on the market is mainly based on the proportional integral differential (PID) control method. This control method calculates the required torque based on the single signal target of the signal sent by the gyroscope. It has the advantage of simple modeling, but it is separated from the physical characteristics of the vehicle, and therefore has the problem of poor anti-interference ability. In addition, since this method has a single signal target, it also has the problem of low control accuracy.

[0041] Furthermore, the above-mentioned control method based on PID and gyroscope sending signals is currently mainly used in special vehicles without steering mechanisms. Therefore, the control method performs correction based on the control target, but does not take into account the actual driving conditions of the vehicle. Therefore, there will be a problem of mismatch between the correction control and the actual driving conditions. There is room for further improvement in the accuracy of the correction control.

[0042] For one or more of the above technical issues, please refer to Figure 1 , Figure 1 A schematic flow chart of an embodiment of the driving deviation correction control method provided by the present invention. The driving deviation correction control method of the present invention is applicable to a computer device, which may be a vehicle-mounted terminal.

[0043] Figure 1 The illustrated embodiment includes steps S101 to S103; the specific contents of each step are as follows:

[0044] Step S101, obtaining the current yaw angular velocity of the target vehicle and obtaining the current center of mass sideslip angle of the target vehicle.

[0045] In this step, the target vehicle may be provided with a gyroscope, which may be used to collect data including but not limited to the lateral velocity, longitudinal velocity, lateral acceleration, longitudinal acceleration and yaw rate of the vehicle. The current yaw rate of this step may be obtained in real time by the gyroscope.

[0046] In addition, the target vehicle may also be provided with a plurality of sensors, which are used to collect information such as wheel load or center of mass sideslip angle. The current center of mass sideslip angle in this step may be acquired in real time by at least one of the above sensors.

[0047] In some implementations, the target vehicle may also be provided with an inertial navigation system, and the current yaw angular velocity of the target vehicle may also be acquired through the inertial navigation system.

[0048] Step S102, calculating a target correction torque based on the current yaw rate, a preset target yaw rate, a current center-of-mass sideslip angle, and a preset target center-of-mass sideslip angle.

[0049] In this step, the target center of mass sideslip angle and the target yaw angular velocity are both preset values, and the target correction torque can be the torque difference between the left and right motors of the target vehicle.

[0050] Exemplarily, the current yaw rate can be expressed as ω [k] , the target yaw rate can be expressed as ωd [k] , the current center of mass sideslip angle is expressed as β [k] , the target center of mass side slip angle is expressed as βd [k] , where k represents the time.

[0051] In this way, the difference x between the current yaw rate and the target yaw rate can be obtained. 1[k] =ω [k] -ωd [k] , and the difference x between the current center of mass sideslip angle and the target center of mass sideslip angle 2[k] =β [k] -βd [k] . The above two differences x 1[k] With x 2[k] As a two-dimensional state variable X(k) = [x 1[k] x 2[k] ] T, the above-mentioned target correction torque is obtained by solving and calculating the state variables.

[0052] For example, the error differential equation X(k+1)=AX(k)+BU(k) can be established for the dynamic state space equation of the target vehicle, where X(k+1) represents the state variable at time k+1, X(k) represents the state variable at time k, A is the state matrix, and B is the input matrix. By solving X(k+1), X(k), state matrix A and input matrix B as known quantities, the target correction torque U(k) at time k can be obtained.

[0053] In the process of target vehicle driving, in order to ensure the accuracy of correction control, the difference x between the current center of mass sideslip angle and the target center of mass sideslip angle in the ideal state is 2[k] =β [k] -βd [k] is zero, the preset target center of mass sideslip angle βd [k] is also zero, and the difference between the current yaw rate and the target yaw rate x 1[k] =ω [k] -ωd [k] Also zero.

[0054] The target correction torque is calculated using the above-mentioned current yaw rate, preset target yaw rate, current center of mass sideslip angle and preset target center of mass sideslip angle. Compared with the traditional technical solution of single-signal control target, the current yaw rate and the current center of mass sideslip angle tend to the target yaw rate and the target center of mass sideslip angle. The control target is more perfect and more in line with the physical characteristics of the vehicle, which can further improve the anti-interference ability of the vehicle's driving correction control and improve the accuracy of the correction control.

[0055] Step S103, determining the driving condition of the target vehicle; and performing deviation correction control on the target vehicle according to the target correction torque and the driving condition.

[0056] In this step, the target vehicle may have an automatic driving function or an assisted driving function, and the automatic driving function or the assisted driving function may be in an activated state or an inactivated state. Thus, the current target vehicle may be divided into an automatic driving condition and a human driving condition. The driving deviation correction control method of the present invention is applicable to both automatic driving conditions and human driving conditions.

[0057] Exemplarily, the driving conditions of the target vehicle may include, but are not limited to, a starting condition, a straight-moving condition, and a turning condition.

[0058] Among them, the starting condition can be identified based on the speed of the target vehicle, and can also be identified through relevant messages of the vehicle.

[0059] The straight driving condition or turning condition of the target vehicle can be determined by the angle value of the front wheel angle and / or the steering wheel angle. In some autonomous driving conditions, the driving condition of the target vehicle is mainly identified by the front wheel angle, but considering the design of some autonomous driving vehicles (such as some vehicle designs for testing purposes), the steering wheel will also turn to a corresponding angle during the autonomous driving process of these vehicles, so the steering wheel angle can also be used to judge the straight driving condition and the turning condition.

[0060] Correspondingly, human driving conditions are mainly judged by the steering wheel angle, but almost all vehicles steer by the front wheel angle. Therefore, the front wheel angle can also be used to distinguish and judge straight-ahead conditions and turning conditions. The difference between the two mainly lies in the difference in economic costs.

[0061] In some embodiments, for the above step S103, the angle value of the front wheel steering angle of the target vehicle is obtained; when the angle value of the front wheel steering angle is greater than a preset steering angle threshold, the driving condition is determined to be a turning condition; when the angle value of the front wheel steering angle is less than or equal to the preset steering angle threshold, the driving condition is determined to be a straight-ahead condition.

[0062] And / or, obtaining a steering wheel angle; when the steering wheel angle is greater than a preset angle threshold, determining that the driving condition is a turning condition; when the steering wheel angle is less than or equal to a preset angle threshold, determining that the driving condition is a straight-ahead condition.

[0063] The angle values ​​of the steering wheel angle and the front wheel turning angle mentioned above can be converted to each other in terms of measurement units.

[0064] Compared with the prior art, this embodiment can at least achieve the following beneficial effects:

[0065] The embodiment of the present application determines the driving condition of the target vehicle, and performs correction control on the target vehicle according to the target correction torque and the driving condition. Compared with the prior art, in addition to considering the signal control target, the current actual driving condition of the target vehicle is also considered to achieve matching of the correction control with the actual driving condition, thereby improving the accuracy of the driving correction control. In addition, the target correction torque is calculated according to the current yaw angular velocity and the preset target yaw angular velocity, the current center of mass sideslip angle and the preset target center of mass sideslip angle. Compared with the prior art technical solution based on the gyroscope sending signals, the control target based on the target yaw angular velocity and the target center of mass angular velocity is adopted, which is more complete than a single signal control target, more in line with the physical characteristics of the vehicle, and can further improve the anti-interference ability of the vehicle's driving correction control while improving the control accuracy.

[0066] exist Figure 1 Based on the embodiment shown, Figure 2A flow chart of step S103 of the second embodiment of the driving deviation correction control method is provided. It should be noted that the driving conditions described in the second embodiment include: straight driving conditions, turning conditions, straight driving-turning conditions or turning-turning-straight driving conditions, and Figure 1 The same steps will not be repeated here. Figure 2 As shown, step S103 includes steps S201 to S202; wherein,

[0067] Step S201, when the driving condition is a straight driving condition or a turning-to-straight driving condition, the target correction torque is used as a compensation torque, and the target vehicle is corrected and controlled according to the compensation torque.

[0068] Step S202, when the driving condition is a turning condition or a straight-ahead turning condition, obtain the yaw torque required for steering; and calculate the compensation torque according to the yaw torque required for steering and the target correction torque, and perform correction control on the target vehicle according to the compensation torque.

[0069] In this embodiment, the driving condition is divided into a straight-running condition, a turning condition, a straight-running-turning condition, or a turning-turning-straight-running condition. The target correction torque can be expressed as M1, and M1 is used as the correction torque for deviation correction control when the target vehicle is in a straight-running condition. When the target vehicle is converted from a straight-running condition to a turning condition, or when the target vehicle is in a turning condition, M1 can be stored; and the yaw torque M2 required for the steering of the target vehicle is calculated in real time, so as to calculate the compensation torque M3 for correction, and M3=M1+M2, and M3 is used for deviation correction control; when the target vehicle is switched to a straight-running condition again, the compensation torque is restored to M1, and M1 is used for deviation correction control.

[0070] In this embodiment, under the steering condition, the compensation torque can change with the change of the yaw torque required for steering and the target correction torque, so as to achieve a smooth transition of the correction control. When the straight-line condition is switched to the steering condition or the steering condition is switched to the straight-line condition, the yaw torque required for steering is relatively small, which can reduce the degree of curvature mutation when the driving condition is switched in the prior art, effectively reduce the coupling degree of the two scenarios of straight-line correction and active steering, and during the driving process of the target vehicle, reduce the user's perception of the curvature mutation of the two scenarios, thereby improving the driving stability.

[0071] In some embodiments, the target vehicle includes a left drive motor and a right drive motor; the compensation torque includes a torque difference between the left and right sides of the target vehicle; and the correction control of the target vehicle based on the compensation torque specifically includes: allocating half of the torque difference to the left drive motor or the right drive motor to achieve control of the left drive motor and the right drive motor.

[0072] For example, the torque difference is represented as Tq(k), which can be distributed to the left and right motors according to the following formula: Tq left =Tq rig h t ±0.5Tq(k). Where, Tq left is the left motor torque, Tq right is the torque of the right motor. Therefore, the torque control of the target vehicle meets the adjustment requirements of the vehicle state, so that the current center of mass sideslip angle and the current yaw rate of the target vehicle tend to the ideal state.

[0073] In other embodiments, when the capacity of one side of the motor is limited, it can be further considered to add torque transfer in the torque control process. The correction control of the target vehicle according to the compensation torque also includes: obtaining the torque limit value Tq of the left drive motor letotal and the torque limit Tq of the right drive motor ritotal According to the torque limit of the left drive motor and the torque limit of the right drive motor, the torque difference Tq(k) is distributed to the left drive motor and the right drive motor to control the left drive motor and the right drive motor.

[0074] For example, when the torque difference is 100, the torques to be allocated to the left drive motor and the right drive motor are +50 and -50 respectively. letotal When the torque limit is +30, the left drive motor can be controlled to work at the above torque limit of +30, while the right drive motor works at a torque of -70. At this time, it can be ensured that the torque difference between the two motors (i.e., the target control amount) is 100 unchanged.

[0075] For example, Tq left =Tq right ±(Tq letotal -Tq left ).

[0076] Or: Tq right =Tq left ±(Tq ritotal -Tq right ).

[0077] Among them, Tq letotal Refers to the left motor torque limit, Tq ritotal Refers to the right motor torque limit.

[0078] In addition to the above-mentioned torque distribution to the left and right motors, the torque distribution to the motors corresponding to the four wheels can also be considered based on factors such as economic cost.

[0079] In a preferred embodiment, the method for obtaining the yaw moment required for steering may specifically be: obtaining a target turning radius and a first current vehicle speed of the target vehicle; and calculating the yaw moment required for steering based on the target turning radius and the first current vehicle speed.

[0080] In this embodiment, the target turning radius can be calculated according to the current steering wheel angle of the target vehicle through a preset mapping relationship, and then the yaw torque ωd required for steering is calculated according to the following formula: ωd = v / r d . Among them, v is the first current vehicle speed, r d is the target turning radius.

[0081] In this preferred embodiment, the yaw torque required for steering is calculated by the target turning radius, and then the compensation torque under the steering condition is obtained. This can realize the correction control while the target vehicle is steering. By distinguishing it from the straight-ahead condition, the correction control can be further matched with the actual driving condition of the target vehicle, thereby further improving the accuracy of the correction control.

[0082] exist Figure 2 Based on the embodiment shown, Figure 3 A flow chart of a third embodiment of a driving deviation correction control method is provided. Figure 2 The same steps will not be repeated here. Figure 3 As shown, the driving deviation correction control method shown in this embodiment also includes steps S301 to S303; wherein,

[0083] Step S301, when the target vehicle is powered off, obtaining the current compensation torque and the second current vehicle speed of the target vehicle.

[0084] Step S302, calculating the deflection curvature according to the current compensation torque and the second current vehicle speed.

[0085] Step S303: using the deflection-measured curvature to update the initial curvature for correction.

[0086] In this embodiment, the initial curvature for correction may be a pre-stored parameter. Whenever the target vehicle is powered off, the current compensation torque and the second current vehicle speed may be obtained to calculate the curvature for correction, thereby updating the pre-stored initial curvature for correction, which may provide a reference for correction control of the target vehicle when it starts next time.

[0087] In a preferred embodiment, whenever the target vehicle travels a preset distance of N kilometers (for example, five kilometers), the current correction torque and the second current vehicle speed can be obtained and recorded; the current deflection curvature is calculated based on the current correction torque and the second current vehicle speed; and the pre-stored correction initial curvature is updated using the deflection curvature.

[0088] For example, the pre-stored curvature can be the weighted average of the corresponding curvature of the target correction torque recorded for multiple N kilometers and the initial curvature. When the target vehicle travels N kilometers again and generates a new compensation torque, the corresponding curvature is used to perform a weighted average calculation, thereby achieving further updating of the pre-stored correction initial curvature.

[0089] The stored initial correction curvature can characterize the static deviation of the vehicle in straight-ahead driving caused by mechanical structure and other factors when the vehicle is not actively steering. After ensuring that the latest weighted average value is stored, it can be used as the initial correction value to power off the target vehicle, providing strong support for the driving correction control when the target vehicle is powered on next time.

[0090] In some preferred embodiments, the driving condition further includes a starting condition. The driving deviation correction control method further includes: when the driving condition is a starting condition, obtaining a third current vehicle speed of the target vehicle; calculating an initial torque according to the third current vehicle speed and the deviation correction initial curvature; and distributing the initial torque to the left drive motor and the right drive motor, thereby achieving deviation correction control of the target vehicle.

[0091] In this embodiment, the initial curvature for correction can be the data stored when the target vehicle was powered off last time, or can be the data stored when the target vehicle was decelerated to a stationary state last time. In this way, when the correction control is performed at the next start, the compensation torque at the last power-off or last stationary state can be connected, thereby achieving smooth connection of correction control in different working conditions.

[0092] Further, the initial torque is calculated based on the third current vehicle speed and the initial curvature for correction, specifically: an initial turning radius is calculated based on the initial curvature for correction; a reference swing angle velocity is calculated based on the initial turning radius and the third current vehicle speed, and then a reference swing angle acceleration is obtained; the current moment of inertia of the target vehicle is acquired; and the initial torque is calculated based on the reference swing angle acceleration and the current moment of inertia.

[0093] For example, the third current vehicle speed v and the turning radius r are substituted into the reference yaw rate ω init The calculation formula of ω init =v / r, we can get the reference yaw angular velocity ω init , by the reference yaw angular velocity ωinit Taking the first-order derivative, we can obtain the reference pendulum angular acceleration ω init '. Then, it can be converted into the initial torque M through the following relationship: init :Iω init '; Where I is the current moment of inertia.

[0094] In this embodiment, the initial curvature for correction and the third current vehicle speed are converted into a reference yaw angular velocity, and then combined with the current moment of inertia to obtain the initial torque as a motor control parameter under the starting condition, thereby achieving targeted correction control under the starting condition.

[0095] exist Figure 1 Based on the embodiment shown, Figure 4 A flowchart of step S102 of the fourth embodiment of the driving deviation correction control method is provided. Figure 1 The same steps will not be repeated here. Figure 4 As shown, step S102 includes step S401 to step S402, which are described in detail as follows:

[0096] Step S401, obtaining a target sliding mode control function of a target vehicle.

[0097] Step S402, based on the current yaw rate, the target yaw rate, the current center of mass sideslip angle and the target center of mass sideslip angle, the target sliding mode control function is solved to obtain a target correction torque, and the target sliding mode control function is obtained according to a target sliding mode surface function and a target reaching law function.

[0098] In an embodiment, a target sliding mode control function is solved according to a current yaw rate, a target yaw rate, a current center of mass sideslip angle and a target center of mass sideslip angle to obtain a target correction torque, thereby realizing correction control. Compared with the traditional proportional integral differential correction control, the physical state and physical characteristics of the vehicle satisfy the sliding mode control function. When facing external interference or parameter changes, the sideslip angle and yaw rate of the vehicle are maintained within a stable operating range according to the vehicle state (current yaw rate and current center of mass sideslip angle) and pre-set parameters (such as target center of mass sideslip angle, target yaw rate, relevant parameters of the target sliding mode surface function and relevant parameters of the target reaching law function), thereby ensuring the stability of the correction control. At the same time, this method does not need to rely on precise system parameter settings, can effectively reduce the impact of external interference or parameter changes on the correction control, and improve the robustness of the correction control. In addition, compared with the technical solutions of neural network or fuzzy control, solving based on the target sliding mode control function to realize correction control has the characteristics of fast response, can shorten the response time, and improve the hardware processing speed.

[0099] exist Figure 4Based on the embodiment shown, Figure 5 A flowchart of step S402 of the fifth embodiment of the driving deviation correction control method is provided. Figure 4 The same steps will not be repeated here.

[0100] like Figure 5 As shown, step S402 includes steps S501 to S503, which are described in detail as follows:

[0101] Step S501, obtaining the target sliding surface function, obtaining the target reaching law function.

[0102] Step S502: discretize the target reaching law function and the target sliding surface function to obtain a discretized reaching law function and a discretized sliding surface function.

[0103] Step S503: Substitute the discretized reaching law function and the discretized sliding surface function into a preset discrete system and solve them to obtain the target correction torque.

[0104] In this embodiment, the controller of the target vehicle adopts a microcontroller unit (MCU). Therefore, before solving the target sliding mode control function, this embodiment discretizes the target reaching law function and the target sliding surface function, and substitutes the discretized reaching law function and sliding surface function into a preset discrete system and solves them, so that the target control quantity can meet the characteristics of the microcontroller unit, thereby obtaining a more accurate target control quantity.

[0105] In some preferred embodiments, during the sliding mode control process, it is possible to consider adjusting the sliding mode control parameters and the reaching law parameters in real time according to the state of the target vehicle to obtain the target sliding mode control parameters and the target reaching law parameters, so as to further improve the accuracy and stability of the correction control of the target vehicle.

[0106] For example, Figure 6 As shown, the system control point can be designed as (0,0), and the parameter adjustment can consider the area the current system is in. When the system is in the fast approach area, the overshoot area (which can also be understood as exceeding the sliding surface), the danger area or the rollback area, the vehicle may face understeering, oversteering and / or vehicle instability, so the parameters need to be designed accordingly in different areas.

[0107] Figure 6 The straight line corresponding to the linear function shown (for example ) is the objective function. The ideal control state of the vehicle is to control the system state point corresponding to the target vehicle on the objective function ( Figure 6 The horizontal axis is The vertical axis x is only used as an example to facilitate the explanation of the technical solution).

[0108] When the vehicle starts the correction control, the sliding mode control parameters and the reaching law parameters use the initial values. In the subsequent correction control process, the initial sliding mode control parameters and the initial reaching law parameters can be updated according to the first preset rule and / or the second preset rule to obtain the target sliding mode control parameters and the target reaching law parameters, thereby obtaining the target sliding surface function and the target reaching law function.

[0109] Furthermore, if Figure 7 As shown, the step S501 of obtaining the target sliding surface function specifically includes steps S701 and S702, which are described in detail as follows:

[0110] Step S701, solving the initial sliding mode surface function according to the current yaw rate, the target yaw rate, the current center of mass sideslip angle, the target center of mass sideslip angle and the initial sliding mode control parameters, and determining the position of the system state point corresponding to the target vehicle on the sliding mode surface.

[0111] Step S702: According to the position of the system state point on the sliding surface and in accordance with a first preset rule, a target sliding mode control parameter of the sliding surface function is determined to obtain a target sliding surface function.

[0112] Exemplarily, the target sliding surface function can be designed as follows:

[0113]

[0114] Wherein, S is the target sliding surface, C1 is the first sliding mode control parameter, C2 is the second sliding mode control parameter, Δβ is the difference between the current center of mass sideslip angle and the target center of mass sideslip angle, Δω is the difference between the current yaw angular velocity and the target yaw angular velocity, and t is time.

[0115] Based on the first preset rule, according to the current sideslip angle of the center of mass, the target sideslip angle of the center of mass, the current yaw rate, the target yaw rate and the initial sliding mode control parameters (initial values ​​of C1 and C2), the initial sliding mode surface function is solved to obtain S. At this time, according to the current sideslip angle of the center of mass, the target sideslip angle of the center of mass, the current yaw rate and the target yaw rate, the two-dimensional independent variable [Δβ=β [k] -βd [k] ,Δω=ω [k] -ωd [k]], by combining the dependent variable S, the position of the system state point on the sliding surface can be determined ([Δβ=β [k] -βd [k] ,Δω=ω [k] -ωd [k] ],S).

[0116] When finding the position of the system state point on the sliding surface, for example, Figure 6 When the system needs to quickly approach the target yaw rate, it is possible to consider reducing the sliding mode control parameters (such as C1 and / or C2) to get closer to the target function. Figure 6 When the target vehicle is in the overshoot area shown, it may face the problem of oversteering. The yaw angle and / or the sideslip angle of the center of mass have deviated. The system needs to fall back to the sliding surface. At this time, the parameter adjustment target does not need to be too aggressive to prevent large vibration on the sliding surface. At this time, try to control the parameters C1 and / or C2 to adjust within a smaller range. Figure 6 When the system enters the out-of-control area as shown, it is possible to consider increasing the sliding mode control parameters C1 and / or C2 in order to adjust the system state point back to the objective function.

[0117] exist Figure 5 Based on the embodiment shown, Figure 8 A flowchart of step S501 of the sixth embodiment of the driving deviation correction control method is provided. Figure 5 The same steps will not be repeated here.

[0118] like Figure 8 As shown, step S501 includes steps S801 to S802, which are described in detail as follows:

[0119] Step S801, solving the initial sliding mode surface function according to the current yaw rate, the target yaw rate, the current center of mass sideslip angle, the target center of mass sideslip angle and the initial sliding mode control parameters, and determining the position of the system state point corresponding to the target vehicle on the sliding mode surface.

[0120] Step S802: According to the position of the system state point on the sliding surface and in accordance with a second preset rule, a target reaching law parameter of the target reaching law function is determined to obtain the target reaching law function.

[0121] Optionally, the target reaching law function may adopt an exponential reaching law For example Among them, ε is the first reaching law parameter, μ is the second reaching law parameter, and sgn is the sign function. Both ε and μ are adjustable parameters.

[0122] In addition, according to the control requirements of different application scenarios or different system characteristics, further expansion can be considered in the selection of sliding surface and reaching law. For example, in the selection of sliding surface, sliding surface based on adaptive, neural network, fuzzy sliding or integral sliding can be selected, and in the selection of reaching law, reaching law based on constant speed reaching law, exponential power reaching law or adaptive reaching law can be considered.

[0123] Considering that in some application scenarios, the vehicle physical system based on the above exponential approach law has a chattering problem on the sliding surface, in some preferred implementations, the sign function can be replaced with the inverse tangent function arctan(S), that is, The reaching law design based on the inverse tangent function can effectively reduce the above-mentioned jitter problem. In addition, the reaching law design can satisfy the Lyapunov function or Lyapunov function, thereby ensuring the convergence of the system in some scenarios.

[0124] For example, in Figure 6 In the fast approaching area shown in the figure, according to the second preset rule, you can consider increasing the approaching law parameters (such as ε and μ). In the overshoot area shown in the figure, control the approaching law parameters ε and μ to be adjusted in a small range as much as possible to prevent large vibration on the sliding surface; Figure 6 When the system is in the dangerous area shown in the figure, it is on the edge of "out of control" and the reaching law parameters should be adjusted quickly to pull the system state point back to the vicinity of the objective function. Figure 6 When the out-of-control area is shown, it means that the system of the target vehicle may be in an "out-of-control" state, and it is necessary to adjust the reaching law parameters (ε and / or μ) and / or the sliding mode control parameters (C1 and / or C2) in order to quickly pull the system back to the objective function.

[0125] It can be understood that in some embodiments, the above-mentioned reaching law parameters and sliding mode control parameters can be adjusted separately or simultaneously according to the target vehicle system state, that is, the first preset rule or the second preset rule is adopted alone, or the first preset rule and the second preset rule are adopted simultaneously to realize parameter control, and the adjustment of the above-mentioned reaching law parameters and sliding mode control parameters is intelligently controlled by the vehicle controller.

[0126] In addition, in order to eliminate the parameter jump caused by the change of regions due to external influences at the intersection of various regions, this example designs a fusion region to fuse the reaching law parameters and sliding surface parameters of each region, avoid the occurrence of the above phenomenon, and achieve a smooth transition of the reaching law parameters and sliding surface parameters of different regions.

[0127] The target sliding mode control function designed based on the above-mentioned implementation methods needs to be input into the controller in step S103 to perform correction control on the target vehicle. Considering that the current controller adopts MCU (microcontroller unit), the continuous system needs to be discretized so as to complete the correction control of the target vehicle based on the controller.

[0128] For example, the discretized reaching law function can be expressed by the following formula: S(k+1)-S(k)=-qTS(k)-εTsgn(S(k)); wherein T is time (or sampling period), k is the moment, s represents the preset sliding surface function, q and ε are reaching law parameters, and sgn is the sign function.

[0129] At this time, substitute the above discrete system S(k+1)=CX(k+1)=CAX(k)+CBU(k) and S(k) into the reaching law function -qTS(k)-εTsgn(S(k)). The result is an equation about X(k), U(k), C, A and B. When X(k), C, A and B are all known, the unknown quantity U(k) can be obtained, which is the target correction torque. For example, target correction torque U(k)=-(CB) -1 [CAX(k)-(1-qT)S(k)+εTsgn(S(k))], also known as the control rate.

[0130] exist Figure 1 Based on the embodiment shown, Fig. 9 A flow chart of step S101 of the seventh embodiment of the driving deviation correction control method is provided. Figure 1 The same steps will not be repeated here.

[0131] like Fig. 9 As shown, step S101 includes step S901 to step S902, which are described in detail as follows:

[0132] Step S901, obtaining the current lateral data, longitudinal data and front wheel turning angle of the target vehicle.

[0133] Step S902: solving a preset dynamic equation of the target vehicle according to the lateral data, longitudinal data and the front wheel turning angle to obtain a current center of mass sideslip angle of the target vehicle.

[0134] In this embodiment, the lateral data may include lateral velocity, lateral acceleration and / or lateral force, etc., and the longitudinal data may include longitudinal velocity, longitudinal acceleration and / or longitudinal force, etc.

[0135] For example, the lateral velocity, lateral acceleration, longitudinal velocity and longitudinal acceleration may be acquired by an inertial navigation system or a gyroscope.

[0136] The lateral force and longitudinal force can be obtained according to the magic formula of the tire model F(x)=D·sin(C·arctan(B·xE(B·x-arctan(B·x))))+Sv.

[0137] In the formula, x of this embodiment is an independent variable, which can represent the sideslip angle or longitudinal slip rate of the tire in different situations, B, D and E are coefficients, C is the curve shape factor and C determines whether the curve F(x) is a lateral force, a longitudinal force or a self-aligning moment, and Sv is the horizontal offset value of the origin of the coordinate axis established in consideration of the pseudo-side slip effect and the pseudo-roll effect.

[0138] Furthermore, the kinetic equation also satisfies:

[0139] ma y =(F flX +F frX )*sinδ+(F flY +F frY )*cosδ+F rlX +F rrX .

[0140] Among them, F flX , F frX , F flY , F frY , F rlX and F rrX is the tire force. F flX Indicates the left positive longitudinal tire force, F frX Indicates the right positive longitudinal tire force, F flY Indicates the positive lateral tire force on the left side, F frY Indicates the right positive lateral tire force, F rlX represents the left reverse longitudinal tire force, F rrX represents the right reverse longitudinal tire force, a y is the lateral acceleration, δ is the front wheel turning angle, and m is the mass of the target vehicle. y The formula is part of the kinetic equation for the F obtained from the sensor or the magic formula above. flX , F frX , F flY , F frY , F rlX and F rrXThe tire forces are combined with the lateral acceleration obtained by the inertial navigation to solve the front wheel turning angle of the target vehicle. It can be understood that in this step, the lateral data can also include the left positive lateral tire force and the right positive lateral tire force; the longitudinal data can include the left positive longitudinal tire force, the right positive longitudinal tire force, the left reverse longitudinal tire force and the right reverse longitudinal tire force.

[0141] Optionally, the above-mentioned dynamic equation, i.e., a seven-degree-of-freedom dynamic model, is established based on the yaw angular velocity, lateral acceleration, longitudinal velocity provided by the inertial navigation, the lateral force and longitudinal force calculated by the magic formula, and the current front wheel turning angle of the target vehicle. The dynamic model is pre-constructed before step S901, and the above-mentioned current sideslip angle can be obtained by solving the dynamic model.

[0142] It has been verified that although the current center of mass sideslip angle of the target vehicle can also be directly obtained through the sensor, there is a great deviation between the current center of mass sideslip angle directly obtained by the sensor and the actual center of mass sideslip angle. Therefore, this embodiment solves the preset dynamic equation of the target vehicle through the above-mentioned lateral data, longitudinal data and front wheel rotation angle, and the obtained current center of mass sideslip angle can better meet the physical state and physical characteristics of the target vehicle compared with the prior art, and the obtained current center of mass sideslip angle also has higher accuracy.

[0143] Please refer to Fig.10 , Fig.10 The figure shows a schematic diagram of the structure of an embodiment of a driving deviation correction control device 1000 provided by the present invention. The driving deviation correction control device 1000 comprises an acquisition module 1001, a calculation module 1002 and a first control module 1003; wherein,

[0144] The acquisition module 1001 is used to acquire the current yaw rate of the target vehicle and the current sideslip angle of the center of mass of the target vehicle;

[0145] The calculation module 1002 is used to calculate the target correction torque based on the current yaw rate, the preset target yaw rate, the current center of mass sideslip angle and the preset target center of mass sideslip angle;

[0146] The first control module 1003 is used to determine the driving condition of the target vehicle; and perform deviation correction control on the target vehicle according to the target correction torque and the driving condition.

[0147] In some preferred embodiments, the driving conditions include: a straight driving condition, a turning condition, a straight driving-turning condition, or a turning-turning-straight driving condition; the first control module 1003 includes a first control submodule, and the first control submodule is used to:

[0148] When the driving condition is a straight driving condition or a turning and straight driving condition, the target correction torque is used as a compensation torque, and the target vehicle is corrected and controlled according to the compensation torque;

[0149] When the driving condition is a turning condition or a straight-ahead turning condition, the yaw moment required for steering is obtained; and a compensation moment is calculated based on the yaw moment required for steering and the target correction moment, and the target vehicle is corrected and controlled based on the compensation moment.

[0150] In some preferred embodiments, the target vehicle includes a left drive motor and a right drive motor; the compensation torque includes a torque difference between the left and right sides of the target vehicle; the first control submodule includes a first control unit, and the first control unit is used to:

[0151] Half of the torque difference is distributed to the left drive motor or the right drive motor to control the left drive motor and the right drive motor.

[0152] In some preferred embodiments, the target vehicle includes a left drive motor and a right drive motor; the compensation torque includes a torque difference between the left and right sides of the target vehicle; the first control submodule includes a second control unit, and the second control unit is used to:

[0153] Obtaining a torque limit value of a left-side driving motor and a torque limit value of a right-side driving motor;

[0154] According to the torque limit of the left drive motor and the torque limit of the right drive motor, the torque difference is distributed to the left drive motor and the right drive motor to control the left drive motor and the right drive motor.

[0155] In some preferred embodiments, the first control submodule includes a required torque acquisition unit, and the required torque acquisition unit is used to:

[0156] Obtaining a target turning radius and a first current vehicle speed of the target vehicle;

[0157] The yaw moment required for steering is calculated according to the target turning radius and the first current vehicle speed.

[0158] In some preferred embodiments, Fig.11 As shown, the driving deviation correction control device 1000 further includes an updating module 1004, and the updating module 1004 is used to obtain the current compensation torque and the second current vehicle speed of the target vehicle when the target vehicle is powered off;

[0159] Calculate the deflection curvature according to the current compensation torque and the second current vehicle speed;

[0160] The deflection-measured curvature is used to update the initial curvature for correction.

[0161] In some preferred embodiments, Fig.12 As shown, the target vehicle includes a left drive motor and a right drive motor; the driving condition of the target vehicle also includes: a starting condition, and the driving deviation correction control device 1000 also includes a starting deviation correction module 1005, and the starting deviation correction module 1005 is used to:

[0162] When the driving condition is a starting condition, obtaining a third current vehicle speed of the target vehicle;

[0163] Calculating an initial torque according to the third current vehicle speed and the initial curvature for deviation correction;

[0164] The initial torque is distributed to the left drive motor and the right drive motor, thereby achieving deviation correction control of the target vehicle.

[0165] In some preferred embodiments, the starting deviation correction module 1005 includes an initial torque calculation submodule, and the initial torque calculation submodule is used to:

[0166] Calculating an initial turning radius according to the initial curvature for correction;

[0167] Calculating a reference swing angle velocity according to the initial turning radius and the third current vehicle speed, and then obtaining a reference swing angle acceleration;

[0168] The current moment of inertia of the target vehicle is obtained; and the initial torque is calculated based on the reference swing angle acceleration and the current moment of inertia.

[0169] In some preferred embodiments, the first control module 1003 includes a first operating condition determination submodule, and the first operating condition determination submodule is used to:

[0170] Obtaining the angle value of the front wheel turning angle of the target vehicle;

[0171] When the angle value of the front wheel turning angle is greater than a preset turning angle threshold, determining that the driving condition is a turning condition;

[0172] When the angle value of the front wheel turning angle is less than or equal to a preset turning angle threshold, it is determined that the driving condition is a straight driving condition.

[0173] In some preferred embodiments, the first control module 1003 includes a second operating condition determination submodule, and the second operating condition determination submodule is used to:

[0174] Obtaining the angle value of the front wheel turning angle of the target vehicle;

[0175] When the angle value of the front wheel turning angle is greater than a preset turning angle threshold, determining that the driving condition is a turning condition;

[0176] When the angle value of the front wheel turning angle is less than or equal to a preset turning angle threshold, it is determined that the driving condition is a straight driving condition.

[0177] In some preferred embodiments, the calculation module 1002 includes a calculation submodule, and the calculation submodule is used to:

[0178] Obtaining a target sliding mode control function of a target vehicle;

[0179] Based on the current yaw rate, the target yaw rate, the current center-of-mass sideslip angle and the target center-of-mass sideslip angle, the target sliding mode control function is solved to obtain a target correction torque, and the target sliding mode control function is obtained according to a target sliding mode surface function and a target reaching law function.

[0180] In some preferred embodiments, the calculation submodule includes a solution unit, and the solution unit is used to:

[0181] Obtaining the target sliding surface function and the target reaching law function;

[0182] Discretizing the target reaching law function and the target sliding surface function to obtain a discretized reaching law function and a discretized sliding surface function;

[0183] Substituting the discretized reaching law function and the discretized sliding surface function into a preset discrete system and solving them, the target correction torque is obtained.

[0184] In some preferred embodiments, the calculation submodule includes a sliding surface function acquisition unit, and the sliding surface function acquisition unit is used to:

[0185] Solving the initial sliding mode surface function according to the current yaw rate, the target yaw rate, the current center of mass sideslip angle, the target center of mass sideslip angle and the initial sliding mode control parameter to determine the position of the system state point corresponding to the target vehicle on the sliding mode surface;

[0186] According to the position of the system state point on the sliding surface and in accordance with a first preset rule, a target sliding mode control parameter of the sliding surface function is determined to obtain a target sliding surface function.

[0187] In some preferred embodiments, the target sliding surface function includes:

[0188]

[0189] Wherein, S is the target sliding surface, C1 is the first sliding mode control parameter, C2 is the second sliding mode control parameter, Δβ is the difference between the current center of mass sideslip angle and the target center of mass sideslip angle, Δω is the difference between the current yaw angular velocity and the target yaw angular velocity, and t is time.

[0190] In some preferred embodiments, the solving unit includes a target reaching law function obtaining subunit, and the target reaching law function obtaining subunit is used to:

[0191] Solving the initial sliding mode surface function according to the current yaw rate, the target yaw rate, the current center of mass sideslip angle, the target center of mass sideslip angle and the initial sliding mode control parameter to determine the position of the system state point corresponding to the target vehicle on the sliding mode surface;

[0192] According to the position of the system state point on the sliding surface and in accordance with a second preset rule, a target reaching law parameter of the target reaching law function is determined to obtain the target reaching law function.

[0193] In some preferred embodiments, the target reaching law function includes:

[0194]

[0195] in, is the target reaching law function, S is the target sliding surface, ε is the first reaching law parameter, μ is the second reaching law parameter, and arctan is the inverse tangent function.

[0196] In some preferred embodiments, the discretized reaching law function is expressed by the following formula:

[0197] S(k+1)-S(k)=-qTS(k)-εTsgn(S(k));

[0198] Wherein, T is time, k is moment, S represents the preset sliding surface function, q and ε are reaching law parameters, and sgn is the sign function.

[0199] In some preferred embodiments, the acquisition module 1001 includes a center of mass sideslip angle acquisition submodule, and the center of mass sideslip angle acquisition submodule is used to:

[0200] Obtaining current lateral data, longitudinal data and front wheel turning angle of the target vehicle;

[0201] The preset dynamic equation of the target vehicle is solved according to the lateral data, the longitudinal data and the front wheel turning angle to obtain the current center of mass sideslip angle of the target vehicle.

[0202] As for the device embodiment, since it is basically similar to the method embodiment, the relevant description may refer to the partial description of the method embodiment.

[0203] Accordingly, another embodiment of the present invention provides a driving deviation correction control device, comprising: a processor, a memory, a communication interface and a communication bus, wherein the processor, the memory and the communication interface communicate with each other through the communication bus;

[0204] The memory is used to store at least one executable instruction, and the executable instruction enables the processor to execute the operation of the driving deviation correction control method.

[0205] Fig.13 The schematic diagram of the structure of an embodiment of the driving deviation correction control device of the present invention is shown. The specific embodiment of the present invention does not limit the specific implementation of the driving deviation correction control device.

[0206] like Fig.13 As shown, the driving correction control device may include: a processor (processor) 1302, a communication interface (Communications Interface) 1304, a memory (memory) 1306, and a communication bus 1308.

[0207] The processor 1302, the communication interface 1304, and the memory 1306 communicate with each other via the communication bus 1308. The communication interface 1304 is used to communicate with other devices such as a client or other server network elements. The processor 1302 is used to execute the program 1310, which can specifically execute the relevant steps in the above-mentioned embodiment of the driving deviation correction control method.

[0208] Specifically, the program 1310 may include program code including computer executable instructions.

[0209] The processor 1302 may be a central processing unit (CPU), or an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiment of the present invention. The one or more processors included in the driving correction control device may be processors of the same type, such as one or more CPUs; or processors of different types, such as one or more CPUs and one or more ASICs.

[0210] The memory 1306 is used to store the program 1310. The memory 1306 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0211] In addition, another embodiment of the present application further provides a computer-readable storage medium, in which at least one executable instruction is stored. When the executable instruction is executed on the driving correction control device / apparatus, the driving correction control device / apparatus performs the operation of the driving correction control method.

[0212] The algorithms or displays provided herein are not inherently related to any particular computer, virtual system or other device. In addition, the embodiments of the present invention are not directed to any particular programming language.

[0213] In the description provided herein, a large number of specific details are described. However, it is understood that embodiments of the present invention can be practiced without these specific details. Similarly, in order to simplify the present invention and help understand one or more of the various inventive aspects, in the above description of exemplary embodiments of the present invention, the various features of the embodiments of the present invention are sometimes grouped together into a single embodiment, figure, or description thereof. Among them, the claims that follow the specific embodiment are hereby expressly incorporated into the specific embodiment, wherein each claim itself serves as a separate embodiment of the present invention.

[0214] Those skilled in the art will appreciate that the modules in the devices in the embodiments may be adaptively changed and arranged in one or more devices different from the embodiments. The modules or units or components in the embodiments may be combined into one module or unit or component, and further may be divided into a plurality of submodules or subunits or subcomponents. Except that at least some of such features and / or processes or units are mutually exclusive.

[0215] It should be noted that the above embodiments illustrate the present invention rather than limit it, and that those skilled in the art may devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference symbol between brackets shall not be construed as a limitation on the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "one" or "an" preceding an element does not exclude the presence of a plurality of such elements. The present invention may be implemented by means of hardware comprising a number of different elements and by means of a suitably programmed computer. In a unit claim enumerating a number of devices, several of these devices may be embodied by the same hardware item. The use of the words first, second, and third, etc. does not indicate any order. These words may be interpreted as names. The steps in the above embodiments, unless otherwise specified, should not be understood as limitations on the order of execution.

[0216] The specific embodiments described above further illustrate the purpose, technical solutions and beneficial effects of the present invention. It should be understood that the above description is only a specific embodiment of the present invention and is not intended to limit the scope of protection of the present invention. It is particularly pointed out that for those skilled in the art, any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the scope of protection of the present invention.

Claims

1. A driving deviation correction control method, characterized in that: include: Obtaining a current yaw angular velocity of the target vehicle and a current sideslip angle of the center of mass of the target vehicle; Calculating a target correction torque based on the current yaw rate, a preset target yaw rate, a current center-of-mass sideslip angle, and a preset target center-of-mass sideslip angle; Determining a driving condition of the target vehicle; According to the target correction torque and the driving condition, the target vehicle is subjected to correction control.

2. A driving deviation correction control method as claimed in claim 1, characterized in that: The driving conditions include: straight driving condition, turning condition, straight driving-turning condition or turning-turning-straight driving condition; The performing deviation correction control on the target vehicle according to the target correction torque and the driving condition specifically includes: When the driving condition is a straight driving condition or a turning and straight driving condition, the target correction torque is used as a compensation torque, and the target vehicle is corrected and controlled according to the compensation torque; When the driving condition is a turning condition or a straight-ahead turning condition, the yaw moment required for steering is obtained; and a compensation moment is calculated based on the yaw moment required for steering and the target correction moment, and the target vehicle is corrected and controlled based on the compensation moment.

3. A driving deviation correction control method as claimed in claim 2, characterized in that: The target vehicle includes a left drive motor and a right drive motor; the compensation torque includes a torque difference between the left and right sides of the target vehicle; The performing deviation correction control on the target vehicle according to the compensation torque specifically includes: Half of the torque difference is distributed to the left drive motor or the right drive motor to control the left drive motor and the right drive motor.

4. A driving deviation correction control method as claimed in claim 2, characterized in that: The target vehicle includes a left drive motor and a right drive motor; the compensation torque includes a torque difference between the left and right sides of the target vehicle; The performing deviation correction control on the target vehicle according to the compensation torque specifically includes: Obtaining a torque limit value of a left-side driving motor and a torque limit value of a right-side driving motor; According to the torque limit of the left drive motor and the torque limit of the right drive motor, the torque difference is distributed to the left drive motor and the right drive motor to control the left drive motor and the right drive motor.

5. A driving deviation correction control method as claimed in claim 2, characterized in that: The step of obtaining the yaw moment required for steering comprises: Obtaining a target turning radius and a first current vehicle speed of the target vehicle; The yaw moment required for steering is calculated according to the target turning radius and the first current vehicle speed.

6. A driving deviation correction control method as claimed in claim 2, characterized in that: The driving deviation correction control method further includes: When the target vehicle is powered off, obtaining a current compensation torque and a second current vehicle speed of the target vehicle; Calculate the deflection curvature according to the current compensation torque and the second current vehicle speed; The deflection-measured curvature is used to update the initial curvature for correction.

7. A driving deviation correction control method as claimed in claim 6, characterized in that: The target vehicle includes a left-side drive motor and a right-side drive motor; The driving condition of the target vehicle further includes: a starting condition, and the driving deviation correction control method further includes: When the driving condition is a starting condition, obtaining a third current vehicle speed of the target vehicle; Calculating an initial torque according to the third current vehicle speed and the initial curvature for deviation correction; The initial torque is distributed to the left drive motor and the right drive motor, thereby achieving deviation correction control of the target vehicle.

8. A driving deviation correction control method as claimed in claim 7, characterized in that: The initial torque is calculated according to the third current vehicle speed and the initial curvature for correction, specifically: Calculating an initial turning radius according to the initial curvature for correction; Calculating a reference swing angle velocity according to the initial turning radius and the third current vehicle speed, and then obtaining a reference swing angle acceleration; Obtaining the current moment of inertia of the target vehicle; The initial torque is calculated according to the reference swing angular acceleration and the current moment of inertia.

9. A driving deviation correction control method as claimed in claim 1, characterized in that: The calculating the target correction torque based on the current yaw angular velocity, the preset target yaw angular velocity, the current center of mass sideslip angle and the preset target center of mass sideslip angle comprises: Obtaining a target sliding mode control function of a target vehicle; Based on the current yaw rate, the target yaw rate, the current center-of-mass sideslip angle and the target center-of-mass sideslip angle, the target sliding mode control function is solved to obtain a target correction torque, and the target sliding mode control function is obtained according to a target sliding mode surface function and a target reaching law function.

10. A driving deviation correction control method as claimed in claim 9, characterized in that: The step of solving the target sliding mode control function to obtain the target correction torque includes: Obtaining the target sliding surface function and the target reaching law function; Discretizing the target reaching law function and the target sliding surface function to obtain a discretized reaching law function and a discretized sliding surface function; Substituting the discretized reaching law function and the discretized sliding surface function into a preset discrete system and solving them, the target correction torque is obtained.

11. A driving deviation correction control method as claimed in claim 10, characterized in that: The obtaining of the target sliding surface function comprises: Solving the initial sliding mode surface function according to the current yaw rate, the target yaw rate, the current center of mass sideslip angle, the target center of mass sideslip angle and the initial sliding mode control parameter to determine the position of the system state point corresponding to the target vehicle on the sliding mode surface; According to the position of the system state point on the sliding surface and in accordance with a first preset rule, a target sliding mode control parameter of the sliding surface function is determined to obtain a target sliding surface function.

12. A driving deviation correction control method as claimed in claim 11, characterized in that: The target sliding surface function includes: Wherein, S is the target sliding surface, C1 is the first sliding mode control parameter, C2 is the second sliding mode control parameter, Δβ is the difference between the current center of mass sideslip angle and the target center of mass sideslip angle, Δω is the difference between the current yaw angular velocity and the target yaw angular velocity, and t is time.

13. A driving deviation correction control method as claimed in claim 10, characterized in that: Obtaining the target reaching law function specifically includes: Solving the initial sliding mode surface function according to the current yaw rate, the target yaw rate, the current center of mass sideslip angle, the target center of mass sideslip angle and the initial sliding mode control parameter to determine the position of the system state point corresponding to the target vehicle on the sliding mode surface; According to the position of the system state point on the sliding surface and in accordance with a second preset rule, a target reaching law parameter of the target reaching law function is determined to obtain the target reaching law function.

14. A driving deviation correction control method as claimed in claim 13, characterized in that: The target reaching law function includes: in, is the target reaching law function, S is the target sliding surface, ε is the first reaching law parameter, μ is the second reaching law parameter, and arctan is the inverse tangent function.

15. The driving deviation correction control method according to claim 10, characterized in that: The discretized reaching law function is expressed by the following formula: S(k+1)-S(k)=-qTS(k)-εTsgn(S(k)); Wherein, T is time, k is moment, S represents the preset sliding surface function, q and ε are reaching law parameters, and sgn is the sign function.

16. The driving deviation correction control method according to claim 1, characterized in that: The obtaining of the current center of mass sideslip angle of the target vehicle comprises: Obtaining current lateral data, longitudinal data and front wheel turning angle of the target vehicle; The preset dynamic equation of the target vehicle is solved according to the lateral data, the longitudinal data and the front wheel turning angle to obtain the current center of mass sideslip angle of the target vehicle.

17. A driving deviation correction control device, characterized in that: It includes an acquisition module, a calculation module and a first control module; wherein, The acquisition module is used to acquire the current yaw angular velocity of the target vehicle and the current sideslip angle of the center of mass of the target vehicle; The calculation module is used to calculate the target correction torque based on the current yaw angular velocity, the preset target yaw angular velocity, the current center of mass sideslip angle and the preset target center of mass sideslip angle; The first control module is used to determine the driving condition of the target vehicle; and perform deviation correction control on the target vehicle according to the target correction torque and the driving condition.

18. A driving deviation correction control device, characterized in that: include: A processor, a memory, a communication interface and a communication bus, wherein the processor, the memory and the communication interface communicate with each other via the communication bus; The memory is used to store at least one executable instruction, and the executable instruction enables the processor to execute the operation of the driving correction control method as described in any one of claims 1 to 16.

19. A computer-readable storage medium, characterized in that: The storage medium stores at least one executable instruction. When the executable instruction is executed on the driving error correction control device / apparatus, the driving error correction control device / apparatus performs the operation of the driving error correction control method as described in any one of claims 1 to 16.

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