Method, device, vehicle and storage medium for adjusting vehicle deviation

Abstract

The present application provides a method, device, vehicle and storage medium for adjusting vehicle deviation. When the vehicle deviates while in a straight-line driving state, the vehicle performs weighted summation of the current rack force received by the rack in the steering actuator and the rack force received by the rack in the previous cycle when the target object corrects the vehicle deviation based on the first weight and the second weight, determines the target rack force, and then compensates the target rack force to the rack. In other words, the driver applies steering torque to the steering wheel and then compensates the target rack force to the rack, which is converted into the vehicle directly controlling the power-assist motor to compensate the target rack force to the rack. Over a long period of time, this can prevent the driver from frequently manipulating the steering wheel to correct the vehicle deviation, which is conducive to reducing the driver's operating burden and improving driving comfort. In addition, it can also reduce driving fatigue and improve driving comfort. Furthermore, it can also effectively avoid unnecessary tire wear, increase tire service life, and make the vehicle's driving process smoother.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more specifically, to a method, a device, a vehicle and a storage medium for adjusting vehicle deviation in the field of vehicle technology. Background Art

[0002] With the continuous advancement of vehicle technology and the improvement of people's living standards, the audience of vehicles is becoming more and more extensive. However, there are also more and more vehicle-related problems, including the problem of vehicle deviation during driving.

[0003] Normally, when a vehicle deviates due to its own reasons (such as suspension position deviation, four-wheel alignment deviation, etc.) or due to natural factors (such as crosswind, road humps, etc.), the driver needs to continuously apply steering torque to the steering wheel to keep the vehicle going straight. In long-term driving scenarios, this can easily lead to high driving intensity for the driver, increase the driver's operating burden, and thus affect driving comfort.

[0004] Therefore, there is an urgent need for a method for adjusting vehicle deviation to avoid the driver having to frequently operate the steering wheel to correct the vehicle deviation when the vehicle deviates, which is conducive to reducing the driver's operating burden and improving driving comfort. Summary of the invention

[0005] The present application provides a method, device, vehicle and storage medium for adjusting vehicle deviation. The method can reduce the driver's operating burden and improve driving comfort when the vehicle deviates.

[0006] In a first aspect, a method for adjusting vehicle deviation is provided, the method being applied to a vehicle having a steer-by-wire system, the steer-by-wire system comprising a steering actuator, the method comprising: in the event that the vehicle deviates while in a straight-line driving state, determining a current rack force applied to a rack in the steering actuator when a target object corrects the vehicle deviation; based on a first weight and a second weight, weightedly summing the current rack force and the rack force applied to the rack in a previous cycle to determine a target rack force, the first weight being used to indicate a contribution of the current rack force in determining the target rack force, the second weight being used to indicate a contribution of the rack force in a previous cycle in determining the target rack force, the first weight and the second weight being related to a target factor, the target factor being used to affect a compensation response speed and a compensation step size when rack force compensation is performed on the rack; and compensating the rack with the target rack force to adjust the vehicle deviation.

[0007] In the above technical solution, when the vehicle deviates while in a straight-line driving state, the vehicle performs weighted summation of the current rack force received by the rack in the steering actuator and the rack force received by the rack in the previous cycle when the target object corrects the deviation of the vehicle based on the first weight and the second weight, determines the target rack force, and then compensates the target rack force to the rack. In other words, the driver applies steering torque to the steering wheel and then compensates the target rack force to the rack, which is converted into the vehicle directly controlling the power-assist motor to compensate the target rack force to the rack. Over a long period of time, this can avoid the driver's need to frequently manipulate the steering wheel to correct the vehicle's deviation, which is conducive to reducing the driver's operating burden and improving driving comfort. In addition, it can also reduce driving fatigue and improve driving comfort. Furthermore, it can also effectively avoid unnecessary tire wear, increase tire service life, and make the vehicle's driving process smoother.

[0008] In combination with the first aspect, in certain possible implementations, a method for determining that the vehicle has deviated while in a straight-line driving state includes: when the vehicle is in a straight-line driving state, determining whether the rack is in a target offset state, the target offset state being used to indicate that the position of the rack has offset within a preset distance range and / or the moving speed of the rack is within a preset speed range; when the rack is in the target offset state, determining a duration for which the rack is in the target offset state; and when the duration is greater than a preset duration, determining that the vehicle has deviated.

[0009] In the above technical solution, when the rack position is offset by a small distance and / or the rack moving speed is low, it indicates to a certain extent that the vehicle is not turning, but may be running off the track. Further, when the rack position is offset by a small distance and / or the rack moving speed is low for a long time, it is determined that the vehicle is running off the track, rather than the uneven tire pressure caused by the vehicle temporarily driving on uneven ground, which in turn causes the rack position to accidentally deviate slightly and / or the moving speed to accidentally be low. This can improve the accuracy of judging whether the vehicle is running off the track.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the method for determining the first weight includes: determining the ratio between the first preset value and the target factor as the first weight; and the method for determining the second weight includes: determining the difference between the first preset value and the first weight as the second weight.

[0011] In the above technical solution, when the target factor takes different values, the method can flexibly adjust the proportion of the current rack force and the rack force of the previous cycle in determining the target rack force. If a faster compensation response speed is required, the target factor can be set to a smaller value. In this way, the first weight obtained by dividing the first preset value by the target factor will be larger, and the current rack force will have a larger proportion in determining the target rack force. The current rack force can better reflect the instantaneous state of the rack. Therefore, the method can compensate the rack force based on the current situation of the rack more quickly and improve the compensation response speed. The change of the target factor will change the weight distribution, thereby indirectly affecting the compensation step length. If the target factor is large and the first weight is small, the proportion of the rack force of the previous cycle in determining the target rack force is relatively large. This will make the determination of the target rack force more biased towards the rack force of the previous cycle, resulting in a relatively small compensation step length. In this way, more refined compensation control can be achieved, especially when the compensation accuracy is required to be high, the method can avoid the over-compensation problem caused by too large a compensation step length.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the method for determining the compensation response speed and compensation step length corresponding to the target factor includes: determining whether the cause of the vehicle's deviation is its own cause, and the own cause is used to indicate that the target component or target system inside the vehicle causes the vehicle to deviate; if the cause is not its own cause, determining whether the driving surface of the vehicle is a road crown road surface, and the road surface height of the two side areas of the road crown road surface is lower than that of the middle area; if the driving surface is the road crown road surface, determining the compensation response speed and the compensation step length based on the inclination of the road crown road surface in the horizontal direction.

[0013] In the above technical solution, when the reason for the deviation of the vehicle is not due to the vehicle's own reasons, it indicates that the vehicle deviates due to natural reasons, for example, the height of the road surface in the horizontal direction is inconsistent (that is, the road surface is a road crown road surface) or the vehicle encounters crosswinds while in a straight-line driving state. When the vehicle's road surface is a road crown road surface, the method can determine the compensation response speed and compensation step length based on the inclination of the road crown road surface in the horizontal direction. For example, when the inclination is large, a larger compensation response speed and compensation step length are determined, which can quickly compensate for the rack force, so that the vehicle can recover and maintain straight-line driving as soon as possible, avoiding long-term wear of vehicle components on one side of the vehicle.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the compensation response speed and the compensation step length are determined based on the inclination of the road crown pavement in the horizontal direction, including: when the vehicle encounters a crosswind while in a straight-line driving state, the wind force level of the crosswind and the angular deviation between the incoming direction of the crosswind and the forward direction of the vehicle are determined; when the wind force level is lower than a preset level, a reference compensation response speed and a reference compensation step length are determined based on the inclination of the road crown pavement in the horizontal direction; based on the angular deviation and the wind force level, the straightness is determined, the straightness is used to indicate the degree of influence of the crosswind on the straight-line driving state, and the straightness is negatively correlated with the degree of influence; based on the incoming direction and the straightness, the reference compensation response speed and the reference compensation step length are corrected to obtain the compensation response speed and the compensation step length.

[0015] In the above technical solution, when the vehicle is in a straight driving state and encounters a crosswind, the method determines the wind force level of the crosswind and the angle deviation between the direction of the crosswind and the vehicle's forward direction, and when the wind force level is lower than the preset level, based on the direction of the crosswind and the straightness, the vehicle deviation is accurately compensated. That is to say, when the wind force level of the crosswind is low, the method allows the vehicle to continue driving and adjusts the deviation, so that even if the vehicle encounters a crosswind with a low wind force level and the driver feels uneasy, the vehicle can help reduce the lateral movement of the vehicle, so that the driver can better control the vehicle and enhance the confidence and control ability of the vehicle. In addition, the method considers the wind force level and angle deviation of the crosswind, the degree of influence on the straight driving state, and based on the direction of the crosswind and the straightness, the reference compensation response speed and the reference compensation step length are corrected to obtain the compensation response speed and the compensation step length. Among them, the direction of the crosswind can affect the correction direction when the reference compensation response speed and the reference compensation step length are corrected, and the straightness can affect the correction strength when the reference compensation response speed and the reference compensation step length are corrected. The method corrects the reference compensation response speed and the reference compensation step size from different angles, which can avoid over-correction and cause the vehicle to be unable to move forward.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, a reference compensation response speed and a reference compensation step length are determined based on the inclination of the road arch pavement in the horizontal direction, including: determining the deviation amplitude of the inclination relative to the preset inclination based on the difference between the inclination and the preset inclination; determining a first product value between the preset response speed and the deviation amplitude, and determining the difference between the preset response speed and the first product value as the reference compensation response speed; determining a second product value between the preset compensation step length and the deviation amplitude, and determining the sum of the preset compensation step length and the second product value as the reference compensation step length, and the preset response speed and the preset compensation step length correspond to the preset inclination.

[0017] In the above technical solution, the inclination of the road surface on which the vehicle is traveling is greater than the preset inclination, and the method determines the deviation amplitude of the inclination relative to the preset inclination based on the difference between the inclination and the preset inclination. Further, a first product value between the preset response speed and the deviation amplitude is determined, and the difference between the preset response speed and the first product value is determined as the reference compensation response speed. The reference compensation response speed determined in this way is faster than the preset response speed, and the vehicle can compensate the rack force based on the current situation of the rack in a timely manner. Furthermore, a second product value between the preset compensation step length and the deviation amplitude is determined, and the sum of the preset compensation step length and the second product value is determined as the reference compensation step length. The reference compensation step length determined in this way is greater than the preset compensation step length, and the vehicle can compensate the rack force based on the current situation of the rack to a large extent. In this way, the vehicle can maintain straight driving as soon as possible.

[0018] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the straightness is determined based on the angle deviation and the wind force level, including: dividing the wind force levels between the lowest level of crosswind and the preset level to obtain multiple wind force levels, each of the multiple wind force levels corresponds to a straightness; dividing the angle between the first angle and the second angle according to preset equal parts to obtain multiple angles, each of the multiple angles corresponds to a straightness, and the angle range of the angle deviation is greater than the first angle and less than the second angle; based on the multiple wind force levels and the corresponding straightness, and the wind force level, determining the first straightness corresponding to the wind force level, and based on the multiple angles and the corresponding straightness, and the angle deviation, determining the second straightness corresponding to the angle deviation; determining the straightness based on the first straightness and the second straightness.

[0019] In the above technical solution, the higher the wind force level of the crosswind, the greater the impact of the crosswind on the straight driving state of the vehicle. The greater the angular deviation between the direction of the crosswind and the forward direction of the vehicle, the greater the impact of the crosswind on the straight driving state of the vehicle. The wind force level of the crosswind and the above-mentioned angular deviation both positively correlate to the straight driving of the vehicle. Therefore, the method first determines the impact of the wind force level or the angular deviation on the straight driving state, that is, the corresponding straightness, and then merges the first straightness and the second straightness. This can determine a more accurate straightness, which provides a basis for adjusting the vehicle deviation through compensation response speed and compensation step length in the subsequent process.

[0020] In a second aspect, a device for adjusting vehicle deviation is provided, the device is installed on a vehicle with a wire-controlled steer system, the wire-controlled steer system includes a steering actuator, the device includes: a determination module, used to: when the vehicle deviates while in a straight-line driving state, determine the current rack force applied to the rack in the steering actuator when the target object corrects the vehicle deviation; based on a first weight and a second weight, weighted sum the current rack force and the rack force applied to the rack in the previous cycle to determine the target rack force, to determine the target rack force, the first weight is used to indicate the contribution of the current rack force when determining the target rack force, the second weight is used to indicate the contribution of the rack force in the previous cycle when determining the target rack force, the first weight and the second weight are related to a target factor, the target factor is used to affect the compensation response speed and the compensation step size when the rack force is compensated; a processing module, used to compensate the rack for the target rack force to adjust the vehicle deviation.

[0021] In combination with the second aspect, in some possible implementations, the determination module is specifically used to: when the vehicle is in a straight-line driving state, determine whether the rack is in a target offset state, the target offset state being used to indicate that the position of the rack is offset within a preset distance range and / or the moving speed of the rack is within a preset speed range; when the rack is in the target offset state, determine the duration that the rack is in the target offset state; when the duration is greater than the preset duration, determine that the vehicle has deviated.

[0022] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is specifically used to determine the ratio between the first preset value and the target factor as the first weight; the determination module is specifically used to determine the difference between the first preset value and the first weight as the second weight.

[0023] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is specifically used to: determine whether the cause of the vehicle's deviation is its own cause, and the own cause is used to indicate that the target component or target system inside the vehicle causes the vehicle to deviate; if the cause is not the own cause, determine whether the driving surface of the vehicle is a road crown road surface, and the road surface height of the two side areas of the road crown road surface is lower than that of the middle area; if the driving surface is the road crown road surface, determine the compensation response speed and the compensation step size based on the inclination of the road crown road surface in the horizontal direction.

[0024] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is specifically used to: when the vehicle encounters a crosswind while in a straight-line driving state, determine the wind force level of the crosswind and the angular deviation between the incoming direction of the crosswind and the forward direction of the vehicle; when the wind force level is lower than a preset level, determine a reference compensation response speed and a reference compensation step based on the inclination of the road crown pavement in the horizontal direction; determine the straightness based on the angular deviation and the wind force level, and the straightness is used to indicate the degree of influence of the crosswind on the straight-line driving state, and the straightness is negatively correlated with the degree of influence; the device also includes: a correction module, which is used to correct the reference compensation response speed and the reference compensation step based on the incoming direction and the straightness to obtain the compensation response speed and the compensation step.

[0025] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is specifically used to: determine the deviation amplitude of the inclination relative to the preset inclination based on the difference between the inclination and the preset inclination; determine a first product value between a preset response speed and the deviation amplitude, and determine the difference between the preset response speed and the first product value as the reference compensation response speed; determine a second product value between a preset compensation step length and the deviation amplitude, and determine the sum of the preset compensation step length and the second product value as the reference compensation step length, and the preset response speed and the preset compensation step length correspond to the preset inclination.

[0026] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is specifically used to: divide the wind force levels between the lowest level of crosswind and the preset level to obtain multiple wind force levels, each of the multiple wind force levels corresponds to a straightness; divide the angle between the first angle and the second angle according to preset equal divisions to obtain multiple angles, each of the multiple angles corresponds to a straightness, and the angle range of the angle deviation is greater than the first angle and less than the second angle; determine the first straightness corresponding to the wind force level based on the multiple wind force levels and the corresponding straightness, and determine the second straightness corresponding to the angle deviation based on the multiple angles and the corresponding straightness, and the angle deviation; determine the straightness based on the first straightness and the second straightness.

[0027] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the first aspect or any possible implementation of the first aspect.

[0028] In a fourth aspect, a computer-readable storage medium is provided, which stores an executable program code. When the executable program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 is a schematic diagram of a scenario of using a vehicle provided in an embodiment of the present application;

[0030] Figure 2 is a schematic flow chart of a method for adjusting vehicle deviation provided in an embodiment of the present application;

[0031] Figure 3 It is a schematic diagram of determining the advancing direction and angle deviation provided by an embodiment of the present application;

[0032] Figure 4 It is a schematic diagram of adjusting the deviation of a vehicle provided in an embodiment of the present application;

[0033] Figure 5 It is a structural schematic diagram of a device for adjusting vehicle deviation provided in an embodiment of the present application;

[0034] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0035] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0036] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0037] Figure 1 This is an architectural diagram of a wire-controlled steering system provided in an embodiment of the present application.

[0038] For example, Figure 1 As shown, Figure 1The wire control steering system shown includes a steering wheel module, a steering execution module and a controller. The steering wheel module includes a steering wheel and a steering column. The steering execution module includes a power-assisted motor, a gear and a rack. When the driver turns the steering wheel, the torque sensor on the steering column transmits the driver's steering torque to the controller through the vehicle controller area network (CAN) line. The controller determines the front wheel angle based on the steering torque, and transmits the control signal corresponding to the front wheel angle to the power-assisted motor through the CAN line. The power-assisted motor rotates with an appropriate torque based on the control signal, thereby driving the gear to rotate. The gear is directly meshed with the rack, which can convert the torque of the power-assisted motor into the thrust of the rack to help the wheel steer.

[0039] Normally, people design the road to be high in the middle and low on both sides. The purpose is to drain water laterally and reduce hydroplaning. However, when the driver drives the vehicle on the road, the height of the road is inconsistent in the horizontal direction, which will cause the vehicle that was originally driving straight to deviate to the lower side. In order to prevent the vehicle from deviating, the driver needs to continuously apply steering torque to the steering wheel to keep the vehicle going straight. In long-term driving scenarios, this can easily lead to high driving intensity for the driver, increase the driver's operating burden, and thus affect driving comfort.

[0040] In order to solve the above problems, the present application provides a method for adjusting vehicle deviation, so as to avoid the driver from frequently operating the steering wheel to correct the vehicle deviation when the vehicle deviates, which is conducive to reducing the driver's operating burden and improving driving comfort. The specific implementation steps can be found in Figure 2 .

[0041] Figure 2 It is a schematic flowchart of a method for adjusting vehicle deviation provided in an embodiment of the present application.

[0042] It should be understood that the method for adjusting vehicle deviation provided in the embodiment of the present application can be applied to Figure 1 The vehicle with the wire-controlled steering system shown in the figure includes a steering actuator. Specifically, the method for adjusting the deviation of the vehicle can be applied to a target controller in the vehicle. The target controller is used to control the power-assisted motor in the steering actuator.

[0043] For example, Figure 2 As shown, the method 200 includes:

[0044] Step 201 : When a vehicle deviates while traveling in a straight line, the vehicle determines a current rack force applied to a rack in a steering actuator when a target object is used to correct the deviation of the vehicle.

[0045] It should be understood that “the vehicle deviates from the straight-line driving state” in the above step 201 means that the driving trajectory of the vehicle changes from the expected straight line to a curve.

[0046] It should also be understood that the "target object" in the above step 201 is the driver. In some embodiments, when the vehicle is driving straight on a road humped surface, in order to prevent the vehicle from deviating to the side with a lower road height (the right side of the road), the driver needs to continuously apply a counterclockwise steering torque to the steering wheel. In the process of correcting the deviation of the vehicle, the counterclockwise steering torque is transmitted to the controller via the CAN line. The controller determines the front wheel angle based on the counterclockwise steering torque, and transmits the control signal corresponding to the front wheel angle to the power-assisted motor via the CAN line. The power-assisted motor rotates with a suitable torque based on the control signal, thereby driving the gear to rotate. This is because the output shaft of the power-assisted motor is connected to the gear through a coupling. When the power-assisted motor rotates, the gear will also rotate. The gear is directly meshed with the rack, and the rack moves toward the center of the road humped surface, which can convert the torque of the power-assisted motor into the thrust of the rack, and can push the wheel to move to the left to make the vehicle go straight.

[0047] It should also be understood that the "steering actuator" in the above step 201 is used to perform vehicle steering, which includes the power-assisting motor, gear and rack in the above solution.

[0048] In some embodiments, the vehicle determines the current rack force exerted on the rack in the steering actuator when the target object corrects the vehicle deviation, including: the vehicle determines the ratio between the steering torque applied by the target object on the steering wheel and the radius of the gear, which is meshed with the rack, as the current rack force; or, the vehicle obtains the current position of the rack, and determines the displacement of the rack based on the position of the previous cycle and the current position; the vehicle determines the moving speed of the rack based on the derivative of the displacement with the target time length, and determines the moving acceleration of the rack based on the derivative of the moving speed with the target time length, the target time length being the time interval between the moment corresponding to the position of the previous cycle and the moment corresponding to the current position; the vehicle determines the product of the moving acceleration and the mass of the rack as the current rack force.

[0049] In one possible implementation, the method for determining whether the vehicle has deviated while in a straight-line driving state in step 201 includes: when the vehicle is in a straight-line driving state, the vehicle determines whether the rack is in a target offset state, the target offset state being used to indicate that the position of the rack has deviated within a preset distance range and / or the moving speed of the rack is within a preset speed range; when the rack is in the target offset state, the vehicle determines the duration that the rack is in the target offset state; when the duration is greater than the preset duration, the vehicle determines that the vehicle has deviated.

[0050] It should be understood that when the vehicle is not turning and the steering wheel is in the exact center position, the position of the rack is 0 mm. When the vehicle is turning normally, the position of its rack will be greatly offset, and the offset distance is usually greater than 0.7 mm; and the moving speed of the rack will be relatively large, and the moving speed is usually greater than 1.85 mm / s. Therefore, in some embodiments, the preset distance range is greater than 0 m and less than or equal to 0.7 mm, and the preset speed range is less than or equal to 1.85 mm / s. In some embodiments, the preset time length is 4 s.

[0051] In the above technical solution, when the rack position is offset by a small distance and / or the rack moving speed is low, it indicates to a certain extent that the vehicle is not turning, but may be running off the track. Further, when the rack position is offset by a small distance and / or the rack moving speed is low for a long time, it is determined that the vehicle is running off the track, rather than the uneven tire pressure caused by the vehicle temporarily driving on uneven ground, which in turn causes the rack position to accidentally deviate slightly and / or the moving speed to accidentally be low. This can improve the accuracy of judging whether the vehicle is running off the track.

[0052] In step 202, the vehicle determines a target rack force by weighted summing the current rack force and the rack force of the previous cycle on the rack based on a first weight and a second weight, wherein the first weight is used to indicate a contribution of the current rack force in determining the target rack force, and the second weight is used to indicate a contribution of the rack force of the previous cycle in determining the target rack force, and the first weight and the second weight are related to a target factor, and the target factor is used to affect a compensation response speed and a compensation step size when performing rack force compensation on the rack.

[0053] It should be understood that in the above step 202, in the process of determining the target rack force, the "first weight" is the coefficient of the current rack force, and the "second weight" is the coefficient of the rack force of the previous cycle. The rack force of the previous cycle is the rack force exerted on the rack when the target object corrected the vehicle deviation in the previous cycle. The process of determining the rack force of the previous cycle is similar to the process of determining the current rack force, and will not be repeated here.

[0054] It should also be understood that the "compensation response speed" in the above step 202 refers to the speed of rack force compensation for the rack when the vehicle deviates, which reflects the timeliness of rack force compensation for the rack, and the timeliness is usually reflected by the response time. The faster the compensation response speed, the smaller the response time, which means that the vehicle can adjust the deviation faster. The "compensation step length" in the above step 202 refers to the rack force changed each time the rack is compensated for the rack force. The appropriate compensation step length can effectively adjust the deviation of the vehicle without causing vehicle instability due to over-compensation.

[0055] In one possible implementation, the method for determining the first weight in step 202 includes: the vehicle determines the ratio between the first preset value and the target factor as the first weight; and the method for determining the second weight in step 202 includes: the vehicle determines the difference between the first preset value and the first weight as the second weight.

[0056] It should be understood that the "first preset value" in the above scheme is 1. When , the first weight is , the second weight is , specifically .

[0057] It should also be understood that if a faster compensation response speed is required, the target factor can be set to a smaller value. If a larger compensation step is required, the determination of the target rack force needs to be more biased towards the current rack force, and the first weight is larger, the target factor can be set to a smaller value. In other words, the determination formula (1) of the target rack force is: target rack force Current rack force Rack force in the previous cycle.

[0058] In the above technical solution, when the target factor takes different values, the method can flexibly adjust the proportion of the current rack force and the rack force of the previous cycle in determining the target rack force. If a faster compensation response speed is required, the target factor can be set to a smaller value. In this way, the first weight obtained by dividing the first preset value by the target factor will be larger, and the current rack force will have a larger proportion in determining the target rack force. The current rack force can better reflect the instantaneous state of the rack. Therefore, the method can compensate the rack force based on the current situation of the rack more quickly and improve the compensation response speed. The change of the target factor will change the weight distribution, thereby indirectly affecting the compensation step length. If the target factor is large and the first weight is small, the proportion of the rack force of the previous cycle in determining the target rack force is relatively large. This will make the determination of the target rack force more biased towards the rack force of the previous cycle, resulting in a relatively small compensation step length. In this way, more refined compensation control can be achieved, especially when the compensation accuracy is required to be high, the method can avoid the over-compensation problem caused by too large a compensation step length.

[0059] In a possible implementation, a method for determining the compensation response speed and the compensation step length corresponding to the target factor includes: the vehicle determines whether the cause of the vehicle's deviation is its own cause, and the own cause is used to indicate that a target component or target system inside the vehicle causes the vehicle to deviate; if the cause is not its own cause, the vehicle determines whether the driving surface of the vehicle is a road crown road surface, and the road surface heights of the two side areas of the road crown road surface are lower than those of the middle area; if the driving surface is the road crown road surface, the vehicle determines the compensation response speed and the compensation step length based on the inclination of the road crown road surface in the horizontal direction.

[0060] It should be understood that the “own reasons” in the above scheme include at least one of the following: unbalanced air pressure of tires on both sides of the vehicle, uneven wear of tires on both sides, inconsistent sizes of tires on both sides, damage to suspension components, failure of the steering gear in the steer-by-wire system, failure of the steering rod, wear of the brake calipers or brake pads in the braking system, damage to the vehicle’s chassis components, deformation of the vehicle’s chassis, unbalanced load of the vehicle, and shift in the vehicle’s center of gravity.

[0061] It should also be understood that the "road crown pavement" in the above scheme is conducive to lateral drainage and reduces hydroplaning, which is very practical on rainy or snowy days. In addition, the "inclination of the road crown pavement in the horizontal direction" in the above scheme refers to the ratio between the height difference between the two side areas of the road crown pavement relative to the middle area and half the width of the road crown pavement, and the inclination is expressed as a percentage. Normally, the inclination of a flat-plate pavement in the horizontal direction is 0%, and the cross-section of the flat-plate pavement is flat. In some embodiments, half the width of the road crown pavement is 5m, the height difference between the two side areas and the middle area is 0.5m, and the inclination is 10%. It should also be understood that a vehicle may only travel on one side of the road crown pavement, so the above scheme is also applicable to the road crown pavement on one side.

[0062] In the above technical solution, when the reason for the deviation of the vehicle is not due to the vehicle's own reasons, it indicates that the vehicle deviates due to natural reasons, for example, the height of the road surface in the horizontal direction is inconsistent (that is, the road surface is a road crown road surface) or the vehicle encounters crosswinds while in a straight-line driving state. When the vehicle's road surface is a road crown road surface, the method can determine the compensation response speed and compensation step length based on the inclination of the road crown road surface in the horizontal direction. For example, when the inclination is large, a larger compensation response speed and compensation step length are determined, which can quickly compensate for the rack force, so that the vehicle can recover and maintain straight-line driving as soon as possible, avoiding long-term wear of vehicle components on one side of the vehicle.

[0063] In a possible implementation, the vehicle determines the compensation response speed and the compensation step length based on the inclination of the road crown road surface in the horizontal direction, including: when the vehicle encounters a crosswind while in a straight-line driving state, the vehicle determines the wind force level of the crosswind and the angular deviation between the incoming direction of the crosswind and the forward direction of the vehicle; when the wind force level is lower than a preset level, the vehicle determines a reference compensation response speed and a reference compensation step length based on the inclination of the road crown road surface in the horizontal direction; the vehicle determines the straightness based on the angular deviation and the wind force level, the straightness being used to indicate the degree of influence of the crosswind on the straight-line driving state, the straightness being negatively correlated with the degree of influence; the vehicle corrects the reference compensation response speed and the reference compensation step length based on the incoming direction and the straightness to obtain the compensation response speed and the compensation step length.

[0064] It should be understood that the "crosswind" in the above scheme refers to the wind blowing from the side direction of the vehicle. The crosswind affects the straight driving of the vehicle. The wind force level of the crosswind can be determined by the vehicle from the external meteorological service, or can be determined by the crosswind sensor in the vehicle. Specifically, the wind force level is determined by the crosswind sensor based on the wind speed range of the current wind speed. The "vehicle's forward direction" in the above scheme refers to the target forward direction based on the position of the vehicle, and the target forward direction corresponds to the road type of the vehicle's driving road. In some embodiments, the position of the vehicle is the position of the center point of the vehicle. When the road type of the driving road is a straight road (the road curvature is 0), the target forward direction is parallel to the road sideline (or the center line) of the driving road; when the road type of the driving road is a curved road (the road curvature is not 0), the target forward direction is parallel to the tangent line of the target position on the road sideline (or the center line), and the target position corresponds to the position of the vehicle.

[0065] It should also be understood that the "preset level" in the above solution refers to the critical wind level at which the vehicle can travel. In some embodiments, the preset level is level 7, which specifically means that when the wind level is lower than level 7, the vehicle is allowed to travel on the travel road, and when the wind level is higher than or equal to level 7, the vehicle is not allowed to travel on the travel road.

[0066] It should also be understood that the "straightness" in the above scheme can be regarded as the difficulty of the vehicle to drive in a straight line under the influence of crosswind. The smaller the straightness, the greater the influence of the crosswind on the straight-line driving state of the vehicle, and the greater the difficulty of the vehicle to drive in a straight line. When the wind force level is the same, the crosswind with a smaller angle deviation has a smaller influence on the straight-line driving state. When the angle deviation is the same, the crosswind with a lower wind force level has a smaller influence on the straight-line driving state. In addition, the straightness is expressed as a percentage.

[0067] It should also be understood that in the above scheme, the "direction of arrival" will affect the correction direction when correcting the reference compensation response speed and the reference compensation step length, specifically, increasing or decreasing the compensation response speed, and increasing or decreasing the compensation step length. The "straightness" will affect the correction strength when correcting the reference compensation response speed and the reference compensation step length, and the correction strength is used to determine the correction amount when correcting the reference compensation response speed and the reference compensation step length.

[0068] In the above technical solution, when the vehicle is in a straight driving state and encounters a crosswind, the method determines the wind force level of the crosswind and the angle deviation between the direction of the crosswind and the vehicle's forward direction, and when the wind force level is lower than the preset level, based on the direction of the crosswind and the straightness, the vehicle deviation is accurately compensated. That is to say, when the wind force level of the crosswind is low, the method allows the vehicle to continue driving and adjusts the deviation, so that even if the vehicle encounters a crosswind with a low wind force level and the driver feels uneasy, the vehicle can help reduce the lateral movement of the vehicle, so that the driver can better control the vehicle and enhance the confidence and control ability of the vehicle. In addition, the method considers the wind force level and angle deviation of the crosswind, the degree of influence on the straight driving state, and based on the direction of the crosswind and the straightness, the reference compensation response speed and the reference compensation step length are corrected to obtain the compensation response speed and the compensation step length. Among them, the direction of the crosswind can affect the correction direction when the reference compensation response speed and the reference compensation step length are corrected, and the straightness can affect the correction strength when the reference compensation response speed and the reference compensation step length are corrected. The method corrects the reference compensation response speed and the reference compensation step size from different angles, which can avoid over-correction and cause the vehicle to be unable to move forward.

[0069] In one possible implementation, the vehicle determines the straightness based on the angle deviation and the wind force level, including: the vehicle divides the wind force levels between the lowest level of crosswind and the preset level to obtain multiple wind force levels, each of the multiple wind force levels corresponds to a straightness; the vehicle divides the angle between the first angle and the second angle into preset equal parts to obtain multiple angles, each of the multiple angles corresponds to a straightness, and the angle range of the angle deviation is greater than the first angle and less than the second angle; the vehicle determines a first straightness corresponding to the wind force level based on the multiple wind force levels and the corresponding straightness, and the wind force level, and determines a second straightness corresponding to the angle deviation based on the multiple angles and the corresponding straightness, and the angle deviation; the vehicle determines the straightness based on the first straightness and the second straightness.

[0070] It should be understood that the "minimum level" in the above scheme is level 0, and the "preset level" is level 7. When the vehicle divides the wind force levels between the minimum level and the preset level, the influence of the crosswind with a higher wind force level on the straight driving of the vehicle has been avoided. Therefore, the straightness corresponding to each wind force level in the above scheme is less than the first preset straightness. In some embodiments, the first preset straightness is 65%. In addition, the "first angle" in the above scheme is 0°, the "second angle" is 180°, and the maximum angular deviation between the direction of the crosswind and the forward direction of the vehicle is 180°. That is, when the vehicle divides the angle between the first angle and the second angle into preset equal parts, the influence of the crosswind corresponding to any angle deviation on the straight driving of the vehicle has been considered. Therefore, the value range of the straightness corresponding to each angle in the above scheme is .

[0071] In the above technical solution, the higher the wind force level of the crosswind, the greater the impact of the crosswind on the straight driving state of the vehicle. The greater the angular deviation between the direction of the crosswind and the forward direction of the vehicle, the greater the impact of the crosswind on the straight driving state of the vehicle. The wind force level of the crosswind and the above-mentioned angular deviation both positively correlate to the straight driving of the vehicle. Therefore, the method first determines the impact of the wind force level or the angular deviation on the straight driving state, that is, the corresponding straightness, and then merges the first straightness and the second straightness. This can determine a more accurate straightness, which provides a basis for adjusting the vehicle deviation through compensation response speed and compensation step length in the subsequent process.

[0072] In some embodiments, the vehicle determines a first straightness corresponding to the wind force level, including: the vehicle determines a target wind force level that matches the wind force level from multiple wind force levels, and determines the straightness corresponding to the target wind level as the first straightness, and the vehicle determines a second straightness corresponding to the angle deviation, including: the vehicle determines a target angle that matches the angle deviation from multiple angles, and determines the straightness corresponding to the target angle as the second straightness.

[0073] In some embodiments, the vehicle determines the straightness based on the first straightness and the second straightness, including: the vehicle determines a first product value between the first straightness and the second straightness; the vehicle determines a difference between a second preset value and the first product value as the straightness; or, the vehicle determines a first average value between the first straightness and the second straightness; the vehicle determines the difference between the second preset value and the first average value as the straightness; or, the vehicle determines an average value between the first difference and the second difference as the straightness, the first difference being the difference between the second preset value and the first product value, and the second difference being the difference between the second preset value and the first average value.

[0074] In some embodiments, the second preset value is 1.

[0075] In some embodiments, the vehicle corrects the reference compensation response speed and the reference compensation step length based on the incoming direction and the straightness to obtain the compensation response speed and the compensation step length, including: when the incoming direction is the left direction of the vehicle, the vehicle determines the product of the straightness and the reference compensation response speed as the compensation response speed, and determines the product of the first target value and the reference compensation step length as the compensation step length, the first target value being the difference between the first preset value and the straightness; when the incoming direction is the right direction of the vehicle, the vehicle determines whether the straightness is equal to the second preset straightness straightness; when the straightness is not equal to the second preset straightness, the vehicle determines the absolute value of the difference between the straightness and the second preset straightness as the target straightness, and determines the product of the target straightness and the reference compensation response speed as the compensation response speed, and determines the product of the second target value and the reference compensation step length as the compensation step length, the second target value being the difference between the first preset value and the target straightness; when the straightness is equal to the second preset straightness, the vehicle determines the reference compensation response speed as the compensation response speed, and determines the reference compensation step length as the compensation step length.

[0076] It should be understood that in the above scheme, "the direction of the wind is the left side of the vehicle" means that the crosswind comes from the left side of the vehicle, and "the direction of the wind is the right side of the vehicle" means that the crosswind comes from the right side of the vehicle.

[0077] It should also be understood that when the vehicle is traveling on the road humps, the vehicle tends to deviate to the right side of the road humps. When the crosswind comes from the left side of the vehicle, the crosswind will increase the difficulty of the vehicle to travel in a straight line. Therefore, when the approaching direction is the left side of the vehicle, the method determines the product of the straightness and the reference compensation response speed as the compensation response speed, and determines the product of the first target value and the reference compensation step length as the compensation step length.

[0078] It should also be understood that when the vehicle is driving on the road surface with the road crown, the vehicle tends to deviate to the right side of the road surface with the road crown, and the degree of deviation of the vehicle to the right side is within a certain range. When the crosswind comes from the right side of the vehicle, the crosswind will alleviate the difficulty of the vehicle driving in a straight line, and the degree of relief is limited. The degree of relief can be characterized by the straightness determined by the first straightness and the second straightness. Assume that the degree of deviation of the vehicle to the right side can be characterized by a percentage, specifically the target percentage (maximum value). Therefore, it is necessary to compare the degree of relief (straightness in the above scheme) with the target percentage (second preset straightness) to determine whether the crosswind from the right side of the vehicle can completely alleviate the difficulty of the vehicle driving in a straight line. When the straightness is greater than the second preset straightness, the crosswind from the right side of the vehicle can completely alleviate the difficulty of the vehicle driving in a straight line, and the vehicle will also deviate to the left. Therefore, the vehicle determines the difference between the straightness and the second preset straightness as the target straightness, determines the product of the target straightness and the reference compensation response speed as the compensation response speed, and determines the product of the second target value and the reference compensation step length as the compensation step length, so as to adjust the vehicle to the left based on the compensation response speed and the compensation step length. When the straightness is less than the second preset straightness, the crosswind from the right side of the vehicle cannot alleviate the difficulty of the vehicle to drive in a straight line, and the vehicle will deviate to the right. Therefore, the vehicle determines the difference between the second preset straightness and the straightness as the target straightness, determines the product of the target straightness and the reference compensation response speed as the compensation response speed, and determines the product of the second target value and the reference compensation step length as the compensation step length, so as to adjust the vehicle to the right based on the compensation response speed and the compensation step length. When the straightness is equal to the second preset straightness, the crosswind from the right side of the vehicle can completely alleviate the difficulty of the vehicle to drive in a straight line, and the vehicle does not deviate under theoretical conditions. Therefore, the current reference compensation response speed and reference compensation step length are not changed, that is, the reference compensation response speed is determined as the compensation response speed, and the reference compensation step length is determined as the compensation step length.

[0079] It should also be understood that the "second preset straightness" in the above scheme is used to indicate the maximum degree to which the vehicle deviates to the right when driving on a road humped surface, and is expressed as a percentage. The above scheme determines the compensation response speed and the compensation step size. Therefore, this method discusses the case where the straightness is not equal to the second preset straightness, but does not discuss the case (the first case: the straightness is greater than the second preset straightness, the second case, the straightness is less than the second preset straightness). In addition, the difference between the first case and the second case is that the direction corresponding to the steering torque of the power-assisted motor is different, and the direction in which the power-assisted motor rotates with the steering torque is different.

[0080] Figure 3 It is a schematic diagram of determining the direction of travel and the angle deviation provided in an embodiment of the present application.

[0081] For example, Figure 3 As shown in (a) in the figure, vehicle A is driving on a straight road. At this time, vehicle A is at position P1. The vehicle's forward direction should be parallel to the road edge line o1 of the straight road. Therefore, the vehicle's forward direction is b1. The vehicle detects that the direction of the crosswind is a1. At this time, the angle deviation between the direction of the crosswind and the vehicle's forward direction is ∠1.

[0082] like Figure 3 As shown in (b), vehicle A is traveling on a curved road. At this time, vehicle A is at position P2, which is different from position o on the curved road. 22 Corresponding, position o 22 The tangent line is l 2. The vehicle's forward direction should be consistent with the tangent line l 2, so the vehicle's forward direction is b2. The vehicle detects that the direction of the crosswind is a2, and at this time, the angle deviation between the direction of the crosswind and the vehicle's forward direction is ∠2.

[0083] like Figure 3 As shown in (c), vehicle A is traveling on a straight road. At this time, vehicle A is at position P3. The vehicle's forward direction should be consistent with the center line of the straight road. h 3, so the vehicle's forward direction is b3. The vehicle detects that the direction of the crosswind is a3, and at this time, the angle deviation between the direction of the crosswind and the vehicle's forward direction is ∠3.

[0084] like Figure 3 As shown in (d), vehicle A is traveling on a curved road. At this time, vehicle A is at position P4, which is at the same position as position o on the center line of the curved road. 44 Corresponding, position o 44 The tangent line is h 4. The vehicle's forward direction should be consistent with the tangent line h 4, so the vehicle's forward direction is b4. The vehicle detects that the direction of the crosswind is a4, and at this time, the angle deviation between the direction of the crosswind and the vehicle's forward direction is ∠4.

[0085] In one possible implementation, the vehicle determines a reference compensation response speed and a reference compensation step length based on the inclination of the road crown pavement in the horizontal direction, including: the vehicle determines the deviation amplitude of the inclination relative to the preset inclination based on the difference between the inclination and the preset inclination; the vehicle determines a first product value between a preset response speed and the deviation amplitude, and determines the difference between the preset response speed and the first product value as the reference compensation response speed; the vehicle determines a second product value between a preset compensation step length and the deviation amplitude, and determines the sum of the preset compensation step length and the second product value as the reference compensation step length, and the preset response speed and the preset compensation step length correspond to the preset inclination.

[0086] It should be understood that the "preset response speed and preset compensation step length correspond to the preset inclination" in the above solution means that when the vehicle is traveling on a road crown with a preset inclination, if the vehicle deviates, the vehicle performs rack force compensation on the rack at the preset response speed and preset compensation step length, so as to meet the needs of the user and the vehicle to adjust the deviation. The preset inclination is 0%.

[0087] It should also be understood that the preset inclination is 0%, and the inclination is greater than the preset inclination. When the vehicle is traveling on a road crown with this inclination, if the vehicle deviates, the vehicle should perform rack force compensation on the rack at a response speed less than the preset response speed and a compensation step length greater than the preset compensation step length. This allows the vehicle to maintain straight driving as quickly as possible.

[0088] In the above technical solution, the inclination of the road surface on which the vehicle is traveling is greater than the preset inclination, and the method determines the deviation amplitude of the inclination relative to the preset inclination based on the difference between the inclination and the preset inclination. Further, a first product value between the preset response speed and the deviation amplitude is determined, and the difference between the preset response speed and the first product value is determined as the reference compensation response speed. The reference compensation response speed determined in this way is faster than the preset response speed, and the vehicle can compensate the rack force based on the current situation of the rack in a timely manner. Furthermore, a second product value between the preset compensation step length and the deviation amplitude is determined, and the sum of the preset compensation step length and the second product value is determined as the reference compensation step length. The reference compensation step length determined in this way is greater than the preset compensation step length, and the vehicle can compensate the rack force based on the current situation of the rack to a large extent. In this way, the vehicle can maintain straight driving as soon as possible.

[0089] In some embodiments, the vehicle determines the deviation amplitude of the inclination relative to the preset inclination based on the difference between the inclination and the preset inclination, including: the vehicle determines the difference between the inclination and the preset inclination as the deviation amplitude.

[0090] Step 203: The vehicle compensates the target rack force to the rack to adjust the deviation of the vehicle.

[0091] It should be understood that the "vehicle compensates the target rack force toward the rack" in the above step 203 specifically means: the vehicle determines the steering torque of the power-assisted motor based on the target rack force; the vehicle controls the power-assisted motor to rotate with the steering torque, thereby driving the gear to rotate; the gear is meshed with the rack, so that the gear rotates to drive the rack to move left and right, so as to help the connected wheels to steer and adjust the vehicle deviation.

[0092] It should also be understood that the process of adjusting the vehicle deviation is continuous, and the target rack force can be determined based on formula (1) for multiple cycles to adjust the vehicle deviation. Specifically, in the process of adjusting the vehicle deviation, the target rack force required to be compensated by the rack gradually increases. As the rack force increases iteratively, the steering wheel angle and hand force input by the driver will gradually decrease, and the steering torque applied to the steering wheel will gradually decrease. In other words, the steering torque applied by the driver to the steering wheel to compensate the target rack force is converted into the vehicle directly controlling the power assist motor to compensate the target rack force to the rack. Over a long period of time, this can avoid the driver frequently manipulating the steering wheel to correct the vehicle deviation, which is conducive to reducing the driver's operating burden and improving driving comfort.

[0093] It should also be understood that the method 200 can solve the problem of vehicle deviation caused by many factors, significantly improve the stability of the vehicle in straight-line driving, and avoid traffic accidents caused by the driver frequently manipulating the steering wheel to correct the vehicle's driving direction. At the same time, it can also reduce driving fatigue and improve driving comfort. In addition, it can effectively avoid unnecessary tire wear, increase tire service life, make the vehicle's driving process smoother, reduce unnecessary power loss, and improve fuel efficiency.

[0094] Figure 4 It is a schematic diagram of adjusting vehicle deviation provided in an embodiment of the present application.

[0095] For example, Figure 4 As shown in FIG. 1 , a schematic diagram of a process of adjusting the vehicle deviation based on the target rack force is given. Specifically, the process of adjusting the vehicle deviation is divided into multiple cycles. The first three cycles are participated by the driver through hand force control of the steering wheel, and the last seven cycles are participated by the vehicle. In the first cycle, the first cycle target rack force generated by the driver through hand force control of the steering wheel is N, in the second cycle, the target rack force of the second cycle generated by the driver controlling the steering wheel by hand is N, in the third cycle, the target rack force of the third cycle generated by the driver controlling the steering wheel by hand is N. After the third cycle, the vehicle intervenes and uses formula (1) to perform a weighted summation of the third cycle target rack force and the second cycle target rack force to obtain the fourth cycle target rack force. N, and compensates the rack with the fourth-cycle target rack force. Further, the vehicle uses formula (1) to perform a weighted summation of the fourth-cycle target rack force and the third-cycle target rack force to obtain the fifth-cycle target rack force N, and compensates the rack with the target rack force of the fifth cycle, and so on, the vehicle compensates the rack with the target rack force of the tenth cycle until the process of adjusting the vehicle deviation is completed, and the process of adjusting the vehicle deviation is exited.

[0096] In some embodiments, the steer-by-wire system also includes a steering wheel. After compensating the target rack force to the rack in step 203, the method 200 also includes: the vehicle determines whether the steering wheel is in a target state, the target state being used to indicate that the rotation angle of the steering wheel is a preset angle and / or the torque received is a preset torque; when the steering wheel is in the target state, the vehicle determines that the process of adjusting the vehicle deviation has been completed.

[0097] It should be understood that in the above scheme, the “preset angle” is 0° and the “preset torque” is 0 At this time, the vehicle is truly in a straight-line driving state, and the vehicle does not deviate. In this case, the vehicle determines that the process of adjusting the deviation of the vehicle has been completed, and the process of adjusting the deviation of the vehicle can be exited.

[0098] In the above technical solution, when it is determined that the steering wheel in the vehicle has a rotation angle of 0° and / or a torque of 0 N.m, it indicates that the vehicle is completely capable of traveling in a straight line without the need for manual force, and the method determines that the process of adjusting the vehicle deviation has been completed. The method can exit the process of adjusting the vehicle deviation, which can avoid adjusting the vehicle deviation when the vehicle is capable of traveling in a straight line, thereby avoiding wasting vehicle resources.

[0099] In some embodiments, after compensating the target rack force to the rack in step 203, the method 200 further includes: the vehicle determines whether the rack is in the target offset state; if the rack is not in the target offset state, the vehicle controls the vehicle to exit the process of adjusting the vehicle deviation.

[0100] It should be understood that the "rack is not in the target offset state" in the above solution means that the position of the rack is offset outside the preset distance range and / or the moving speed of the rack is not within the preset speed range, specifically, the position of the rack is greatly offset, and its offset distance is greater than 0.7mm; and / or the moving speed of the rack is relatively large, and its moving speed is greater than 1.85mm / s. When the rack is not in the target offset state, it indicates that the vehicle is actually turning, and at this time, the vehicle needs to exit the process of adjusting the vehicle deviation.

[0101] Figure 5 It is a structural schematic diagram of a device for adjusting vehicle deviation provided in an embodiment of the present application.

[0102] Exemplarily, the device is installed on a vehicle having a steer-by-wire system, the steer-by-wire system including a steering actuator, such as Figure 5 As shown, the device 500 includes:

[0103] The determination module 501 is used to:

[0104] When the vehicle deviates while in a straight-line driving state, determining the current rack force applied to the rack in the steering actuator when the target object corrects the deviation of the vehicle;

[0105] Based on a first weight and a second weight, a weighted sum is performed on the current rack force and the rack force of the previous cycle to which the rack is subjected to, to determine a target rack force, wherein the first weight is used to indicate a contribution of the current rack force when determining the target rack force, and the second weight is used to indicate a contribution of the rack force of the previous cycle when determining the target rack force, and the first weight and the second weight are related to a target factor, and the target factor is used to affect a compensation response speed and a compensation step size when performing rack force compensation on the rack;

[0106] The processing module 502 is used to compensate the target rack force to the rack to adjust the deviation of the vehicle.

[0107] Optionally, the determination module 501 is specifically used to: when the vehicle is in a straight-line driving state, determine whether the rack is in a target offset state, the target offset state being used to indicate that the position of the rack is offset within a preset distance range and / or the moving speed of the rack is within a preset speed range; when the rack is in the target offset state, determine the duration that the rack is in the target offset state; when the duration is greater than the preset duration, determine that the vehicle has deviated.

[0108] Optionally, the determination module 501 is further specifically used to determine the ratio between the first preset value and the target factor as the first weight; the determination module is further specifically used to determine the difference between the first preset value and the first weight as the second weight.

[0109] Optionally, the determination module 501 is further specifically used to: determine whether the cause of the vehicle's deviation is due to its own reasons, and the own reasons are used to indicate that a target component or target system inside the vehicle causes the vehicle to deviate; if the cause is not due to its own reasons, determine whether the road surface on which the vehicle is traveling is a road crown road surface, and the road surface height on both sides of the road crown road surface is lower than that in the middle area; if the driving road surface is the road crown road surface, determine the compensation response speed and the compensation step size based on the inclination of the road crown road surface in the horizontal direction.

[0110] Optionally, the determination module 501 is further specifically used to: when the vehicle is in a straight-line driving state and encounters a crosswind, determine the wind force level of the crosswind and the angular deviation between the incoming direction of the crosswind and the forward direction of the vehicle; when the wind force level is lower than a preset level, determine a reference compensation response speed and a reference compensation step based on the inclination of the road crown pavement in the horizontal direction; determine the straightness based on the angular deviation and the wind force level, the straightness is used to indicate the degree of influence of the crosswind on the straight-line driving state, and the straightness is negatively correlated with the degree of influence; the device 500 also includes: a correction module, used to correct the reference compensation response speed and the reference compensation step based on the incoming direction and the straightness, so as to obtain the compensation response speed and the compensation step.

[0111] Optionally, the determination module 501 is further specifically used to: determine the deviation amplitude of the inclination relative to the preset inclination based on the difference between the inclination and the preset inclination; determine a first product value between a preset response speed and the deviation amplitude, and determine the difference between the preset response speed and the first product value as the reference compensation response speed; determine a second product value between a preset compensation step length and the deviation amplitude, and determine the sum of the preset compensation step length and the second product value as the reference compensation step length, and the preset response speed and the preset compensation step length correspond to the preset inclination.

[0112] Optionally, the determination module 501 is further specifically used to: divide the wind force levels between the lowest level of crosswind and the preset level to obtain multiple wind force levels, each of the multiple wind force levels corresponds to a straightness; divide the angle between the first angle and the second angle according to preset equal parts to obtain multiple angles, each of the multiple angles corresponds to a straightness, and the angle range of the angle deviation is greater than the first angle and less than the second angle; determine the first straightness corresponding to the wind force level based on the multiple wind force levels and the corresponding straightness, and determine the second straightness corresponding to the angle deviation based on the multiple angles and the corresponding straightness, and the angle deviation; determine the straightness based on the first straightness and the second straightness.

[0113] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0114] For example, Figure 6 As shown, the vehicle 600 includes: a memory 601 and a processor 602, wherein the memory 601 stores an executable program code 603, and the processor 602 is used to call and execute the executable program code 603 to perform a method for adjusting vehicle deviation.

[0115] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to execute a method for adjusting vehicle deviation provided in an embodiment of the present application.

[0116] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0117] In the case of dividing each functional module according to each function, the device may further include a determination module, a processing module, a correction module, etc. It should be noted that all relevant contents involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0118] It should be understood that the device provided in this embodiment is used to execute the above-mentioned method for adjusting vehicle deviation, and thus can achieve the same effect as the above-mentioned implementation method.

[0119] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing related executable program codes, etc.

[0120] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in combination with the contents disclosed in this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0121] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component or a module, and the chip may include a connected processor and a memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a method for adjusting vehicle deviation provided in the above embodiments.

[0122] This embodiment also provides a computer-readable storage medium, in which an executable program code is stored. When the executable program code is run on a computer, the computer executes the above-mentioned related method steps to implement a method for adjusting vehicle deviation provided in the above embodiment.

[0123] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a method for adjusting vehicle deviation provided in the above embodiment.

[0124] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0125] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0126] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0127] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for adjusting vehicle deviation, characterized in that: The method is applied to a vehicle having a steer-by-wire system, the steer-by-wire system comprising a steering actuator, including: When the vehicle deviates while in a straight-line driving state, determine the current rack force on the rack in the steering actuator when the target object corrects the deviation of the vehicle; Based on the first weight and the second weight, a weighted sum is performed on the current rack force and the rack force of the previous cycle received by the rack to determine the target rack force, the first weight is used to indicate the contribution of the current rack force when determining the target rack force, and the second weight is used to indicate the contribution of the rack force of the previous cycle when determining the target rack force, the first weight and the second weight are related to the target factor, and the target factor is used to affect the compensation response speed and the compensation step size when performing rack force compensation on the rack; Compensate the target rack force to the rack to adjust the vehicle deviation; The method for determining the compensation response speed and the compensation step length includes: When the vehicle is not caused by its own reasons and the road surface on which the vehicle is traveling is a road crown, and the vehicle is in a straight-line driving state and encounters a crosswind, determine the wind force level of the crosswind and the angle deviation between the direction of the crosswind and the vehicle's forward direction. The own reasons are used to indicate that the target components or target systems inside the vehicle cause the vehicle to deviate, and the road surface height of the areas on both sides of the road crown is lower than that of the middle area. When the wind force level is lower than the preset level, based on the difference between the inclination of the road crown road surface in the horizontal direction and the preset inclination, determining the deviation amplitude of the inclination relative to the preset inclination; Determine a first product value between a preset response speed and a deviation amplitude, and determine a difference between the preset response speed and the first product value as a reference compensation response speed; Determine a second product value between a preset compensation step length and a deviation amplitude, and determine the sum of the preset compensation step length and the second product value as a reference compensation step length, wherein the preset response speed and the preset compensation step length correspond to the preset inclination; Based on the angle deviation and wind force level, the straightness is determined. The straightness is used to indicate the degree of influence of the crosswind on the straight driving state. The straightness is negatively correlated with the influence degree. Based on the approaching direction and the straightness, the reference compensation response speed and the reference compensation step length are corrected to obtain the compensation response speed and the compensation step length.

2. The method according to claim 1, characterized in that The method for determining that the vehicle is in a straight-line driving state and has deviated includes: When the vehicle is in a straight-line driving state, determining whether the rack is in a target offset state, the target offset state is used to indicate that the position of the rack is offset within a preset distance range and / or the moving speed of the rack is within a preset speed range; When the rack is in the target offset state, determining a time period during which the rack is in the target offset state; When the duration is greater than a preset duration, it is determined that the vehicle has deviated.

3. The method according to claim 1 or 2, characterized in that: The method for determining the first weight includes: Determine the ratio between the first preset value and the target factor as the first weight; And, the method for determining the second weight includes: The difference between the first preset value and the first weight is determined as the second weight.

4. The method according to claim 1, characterized in that: The determining of the straightness based on the angle deviation and the wind force level comprises: Dividing the wind force levels between the lowest level of the crosswind and the preset level to obtain a plurality of wind force levels, each of the plurality of wind force levels corresponding to a straightness degree; Dividing the angle between the first angle and the second angle into equal parts according to a preset number of equal parts to obtain a plurality of angles, each of the plurality of angles corresponding to a straightness degree, and the angle range of the angle deviation being greater than the first angle and less than the second angle; Based on the multiple wind force levels and the corresponding straightnesses, and the wind force level, determine a first straightness corresponding to the wind force level, and based on the multiple angles and the corresponding straightnesses, and the angle deviation, determine a second straightness corresponding to the angle deviation; The straightness is determined based on the first straightness and the second straightness.

5. A device for adjusting vehicle deviation, characterized in that: The device is installed on a vehicle having a wire-controlled steering system, wherein the wire-controlled steering system includes a steering actuator, and the device includes: Identify modules for: In the case where the vehicle deviates while in a straight-line driving state, determining a current rack force applied to the rack in the steering actuator when the target object corrects the deviation of the vehicle; Based on a first weight and a second weight, a weighted sum is performed on the current rack force and the rack force of the previous cycle received by the rack to determine a target rack force, wherein the first weight is used to indicate a contribution of the current rack force when determining the target rack force, and the second weight is used to indicate a contribution of the rack force of the previous cycle when determining the target rack force, and the first weight and the second weight are related to a target factor, and the target factor is used to affect a compensation response speed and a compensation step size when performing rack force compensation on the rack; a processing module, configured to compensate the target rack force to the rack to adjust the deviation of the vehicle; The determination module is specifically used for: When the reason for the deviation of the vehicle is not due to the vehicle's own reasons and the road surface on which the vehicle is traveling is a road crown road surface, and the vehicle is in a straight-line driving state and encounters a crosswind, determine the wind force level of the crosswind and the angular deviation between the direction of the crosswind and the forward direction of the vehicle, the own reasons are used to indicate that the target component or target system inside the vehicle causes the vehicle to deviate, and the road surface height of the areas on both sides of the road crown road surface is lower than that of the middle area; When the wind force level is lower than a preset level, based on the difference between the inclination of the road crown pavement in the horizontal direction and the preset inclination, determining the deviation amplitude of the inclination relative to the preset inclination; Determine a first product value between a preset response speed and the deviation amplitude, and determine a difference between the preset response speed and the first product value as a reference compensation response speed; Determine a second product value between a preset compensation step length and the deviation amplitude, and determine the sum of the preset compensation step length and the second product value as a reference compensation step length, wherein the preset response speed and the preset compensation step length correspond to the preset inclination; Determining a straightness based on the angle deviation and the wind force level, the straightness being used to indicate the degree of influence of the crosswind on the straight-line driving state, the straightness being negatively correlated with the degree of influence; Based on the incoming direction and the straightness, the reference compensation response speed and the reference compensation step length are corrected to obtain the compensation response speed and the compensation step length.

6. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 4.

7. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores executable program codes, and when the executable program codes are executed, the method according to any one of claims 1 to 4 is implemented.

Images