Steering wheel turning angle correction method and system, storage medium and vehicle

Abstract

The invention provides a steering wheel turning angle correction method and system, a storage medium and a vehicle, and belongs to the technical field of vehicles, and the steering wheel turning angle correction method comprises the steps that based on the rotating speeds of multiple wheels at the current moment and the wheel tread of the vehicle, the turning radiuses of the multiple wheels at the current moment are determined; based on the turning radiuses of the multiple wheels at the current moment, an estimated turning angle of the steering wheel at the current moment is determined; and based on the estimated rotation angle at the current moment and the collection rotation angle of the sensor at the current moment, correcting the collection rotation angle of the sensor after the current moment. The estimated turning angle of the steering wheel is reversely derived through the turning radius of the wheel, so that the acquired turning angle is corrected based on the estimated turning angle to obtain the actual turning angle, the difference between the actual turning angle determined by the vehicle and the real steering intention of a driver is eliminated, and the technical effect of improving the vehicle steering control accuracy is finally achieved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a steering wheel angle correction method, system, storage medium and vehicle. Background Art

[0002] The steering wheel is a device used to control the steering of a vehicle. During the driving process, the driver can control the steering of the vehicle by turning the steering wheel. In the electric power steering system, the vehicle uses the steering wheel angle sensor to collect the steering angle of the steering wheel under the control of the driver, and then controls the power output of the steering motor based on the angle collected by the steering wheel angle sensor to achieve steering.

[0003] However, as the vehicle ages and its components wear out, the steering wheel angle collected by the steering wheel angle sensor may differ from the actual steering wheel angle, resulting in the driver's steering control intention not being truly and accurately reflected in the angle collected by the steering wheel angle sensor, thereby reducing the accuracy of vehicle steering control. Summary of the invention

[0004] Based on this, the present application provides a steering wheel angle correction method, system, storage medium and vehicle to solve the problem of how to improve the steering control accuracy of the vehicle.

[0005] According to a first aspect of an embodiment of the present application, a steering wheel angle correction method is provided. The method is applied to a steering system, wherein the steering system includes a sensor for collecting a steering wheel angle. The method includes: Get the rotation speed of multiple wheels at the current moment; Based on the rotation speeds of the multiple wheels at the current moment and the wheelbase of the vehicle, respectively determine the turning radii of the multiple wheels at the current moment; Determining an estimated turning angle of the steering wheel at the current moment based on the turning radii of the plurality of wheels at the current moment; Based on the estimated turning angle at the current moment and the turning angle collected by the sensor at the current moment, the turning angle collected by the sensor after the current moment is corrected to obtain the actual turning angle of the steering wheel after the current moment.

[0006] Optionally, the correcting the collected angle of the sensor after the current moment based on the estimated angle of the current moment and the collected angle of the sensor at the current moment includes: Determining whether the vehicle has stored a first compensation angle of a previous ignition cycle at the current moment, the first compensation angle being used to characterize a difference between a collected rotation angle and an actual rotation angle in the previous ignition cycle; If yes, then based on the first compensation angle of the previous ignition cycle, the estimated rotation angle at the current moment, and the collected rotation angle at the current moment, correct the collected rotation angle after the current moment; If not, based on the estimated angle at the current moment and the collected angle at the current moment, the collected angle after the current moment is corrected.

[0007] Optionally, the correcting the collected rotation angle after the current moment based on the first compensation angle of the previous ignition cycle, the estimated rotation angle at the current moment, and the collected rotation angle at the current moment includes: Determine a second compensation angle of the current ignition cycle based on the estimated rotation angle at the current moment, the first compensation angle of the previous ignition cycle, and the collected rotation angle at the current moment, wherein the second compensation angle is used to characterize the difference between the collected rotation angle of the current ignition cycle and the collected rotation angle of the previous ignition cycle; Based on the second compensation angle of the current ignition cycle, the acquisition rotation angle after the current moment is corrected.

[0008] Optionally, the correcting the collected angle of the sensor after the current moment based on the estimated angle of the current moment and the collected angle of the sensor at the current moment includes: Determining, based on the turning radii of the plurality of wheels at the current moment and the driving speed of the vehicle at the current moment, a credibility corresponding to the estimated turning angle at the current moment, wherein the credibility is used to characterize the difference between the estimated turning angle and the actual turning angle; Based on the estimated angle at the current moment, the reliability corresponding to the estimated angle at the current moment, and the collected angle at the current moment, the collected angle after the current moment is corrected.

[0009] Optionally, the correcting the collected angle after the current moment based on the estimated angle at the current moment, the credibility corresponding to the estimated angle at the current moment, and the collected angle at the current moment includes: Obtaining estimated turning angles obtained at a plurality of historical moments and respective corresponding credibility of the estimated turning angles at the plurality of historical moments, wherein the historical moments are located before the current moment and within the current ignition cycle; Determining a target estimated turning angle corresponding to the greatest credibility from among the estimated turning angles at the plurality of historical moments and the estimated turning angle at the current moment; Based on the target estimated angle, the maximum reliability and the collection angle at the current moment, the collection angle after the current moment is corrected.

[0010] Optionally, the correcting the collected angle after the current moment based on the estimated angle at the current moment, the credibility corresponding to the estimated angle at the current moment, and the collected angle at the current moment includes: Determine a third compensation angle of the current ignition cycle based on the estimated rotation angle at the current moment, the credibility corresponding to the estimated rotation angle at the current moment, and the collected rotation angle at the current moment, wherein the third compensation angle is used to characterize the difference between the collected rotation angle and the actual rotation angle in the current ignition cycle; Based on the third compensation angle of the current ignition cycle, the acquisition rotation angle after the current moment is corrected.

[0011] Optionally, the correcting the collected angle of the sensor after the current moment based on the estimated angle of the current moment and the collected angle of the sensor at the current moment includes: Obtaining estimated rotation angles obtained at a plurality of historical moments and collected rotation angles at a plurality of the historical moments, the historical moments being before the current moment and within a current ignition cycle; Based on the estimated turning angles and the collected turning angles respectively corresponding to the plurality of historical moments and the current moment, determining a corresponding relationship between the actual turning angle and the collected turning angle; Based on the corresponding relationship, the acquisition angle after the current moment is corrected.

[0012] According to a second aspect of an embodiment of the present application, a steering wheel angle correction system is provided. The correction system is applied to a steering system, wherein the steering system includes a sensor for collecting a steering wheel angle. The correction system includes: An acquisition module, used to acquire the rotation speeds of multiple wheels at the current moment; A first determination module, configured to determine the turning radius of the plurality of wheels at the current moment respectively based on the rotation speeds of the plurality of wheels at the current moment and the wheelbase of the vehicle; A second determination module, configured to determine an estimated turning angle of the steering wheel at the current moment based on the turning radii of the plurality of wheels at the current moment; The correction module is used to correct the collected angle of the sensor after the current moment based on the estimated angle at the current moment and the collected angle of the sensor at the current moment, so as to obtain the actual angle of the steering wheel after the current moment.

[0013] According to a third aspect of an embodiment of the present application, a computer-readable storage medium is provided, on which a computer program is stored. When the program is executed by a processor, the steps of the steering wheel angle correction method described in the second aspect of the present application are implemented.

[0014] A fourth aspect of an embodiment of the present application provides a vehicle, comprising the steering wheel angle correction system described in the second aspect of the embodiment of the present application, or comprising a control module, wherein the control module is used to implement the steps of the steering wheel angle correction method described in the first aspect of the embodiment of the application.

[0015] The present application provides a steering wheel angle correction method, system, storage medium and vehicle, the method comprising: obtaining the rotational speed of multiple wheels at a current moment; determining the turning radii of multiple wheels at the current moment respectively based on the rotational speeds of multiple wheels at the current moment and the wheelbase of the vehicle; determining the estimated angle of the steering wheel at the current moment based on the turning radii of multiple wheels at the current moment; based on the estimated angle at the current moment and the collected angle of the sensor at the current moment, correcting the collected angle of the sensor after the current moment to obtain the actual angle of the steering wheel after the current moment.

[0016] The present application determines the turning radius of multiple wheels at the current moment respectively through the rotation speed of the wheels at the current moment and the wheelbase of the vehicle, and further determines the estimated turning angle of the steering wheel at the current moment based on the turning radius. After determining the estimated turning angle of the steering wheel at the current moment, the collected turning angle after the current moment is corrected based on the estimated turning angle of the vehicle at the current moment, so as to obtain the actual turning angle that can reflect the driver's true steering intention. Since the turning radius of the wheel is the result of being controlled by the steering wheel angle, the turning radius of the wheel and the steering wheel angle have a relatively strict corresponding relationship. Based on this corresponding relationship, the present application reversely infers the estimated turning angle of the steering wheel through the turning radius of the wheel, so that the driver's true steering intention can be reflected in the estimated turning angle, and then the collected turning angle is corrected based on the estimated turning angle to obtain the actual turning angle, thereby eliminating the difference between the actual turning angle determined by the vehicle and the driver's true steering intention, and finally achieving the technical effect of improving the accuracy of vehicle steering control. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the description of the embodiments of the present application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0018] Figure 1 This is a step diagram of a steering wheel angle correction method provided in an embodiment of the present application; Figure 2 It is a dynamic diagram of a vehicle turning left provided in an embodiment of the present application; Figure 3It is a dynamic diagram of a vehicle turning right provided in an embodiment of the present application; Figure 4 This is a method step diagram of a first compensation angle correction based on a previous ignition cycle provided by an embodiment of the present application; Figure 5 This is another method step diagram of correcting the first compensation angle based on the last ignition cycle provided by an embodiment of the present application; Figure 6 A steering wheel angle correction method based on credibility is provided in an embodiment of the present application; Figure 7 is a step diagram of a steering wheel angle correction method based on maximum credibility provided in an embodiment of the present application; Figure 8 is a step diagram of a steering wheel angle correction method based on a third compensation angle provided in an embodiment of the present application; Fig. 9 A steering wheel angle correction method based on a corresponding relationship is provided in an embodiment of the present application; Fig.10 is a flow chart of a steering wheel angle correction method provided in an embodiment of the present application; Fig.11 It is a structural schematic diagram of a steering wheel angle correction system provided in an embodiment of the present application. DETAILED DESCRIPTION

[0019] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0020] The steering wheel is a device used to control the steering of a vehicle. During the driving process, the driver can control the steering of the vehicle by turning the steering wheel. In the electric power steering system, the vehicle uses the steering wheel angle sensor to collect the steering angle of the steering wheel under the control of the driver, and then controls the power output of the steering motor based on the angle collected by the steering wheel angle sensor to achieve steering.

[0021] However, as the vehicle ages and its components wear out, the steering wheel angle collected by the steering wheel angle sensor may differ from the actual steering wheel angle, resulting in the driver's steering control intention not being truly and accurately reflected in the angle collected by the steering wheel angle sensor, thereby reducing the accuracy of vehicle steering control.

[0022] Based on this, in order to solve the problem of how to improve the steering control accuracy of the vehicle, the present application provides a steering wheel angle correction method, system, storage medium and vehicle, which respectively determines the turning radius of multiple wheels at the current moment through the rotation speed of the wheel at the current moment and the wheelbase of the vehicle, and further determines the estimated turning angle of the steering wheel at the current moment based on the turning radius. After determining the estimated turning angle of the steering wheel at the current moment, the collected turning angle after the current moment is corrected based on the estimated turning angle of the vehicle at the current moment, so as to obtain the actual turning angle that can reflect the driver's true steering intention. Since the turning radius of the wheel is the result of the control of the steering wheel angle, the turning radius of the wheel and the steering wheel angle have a relatively strict corresponding relationship. Based on this corresponding relationship, the present application reversely deduces the estimated turning angle of the steering wheel through the turning radius of the wheel, so that the driver's true steering intention can be reflected in the estimated turning angle, and then the collected turning angle is corrected based on the estimated turning angle to obtain the actual turning angle, thereby eliminating the difference between the actual turning angle determined by the vehicle and the driver's true steering intention, and finally achieving the technical effect of improving the steering control accuracy of the vehicle. The specific method is as follows: The first aspect of the present application proposes an embodiment, such as Figure 1 As shown in the step diagram of a steering wheel angle correction method, the method is applied to a steering system of a vehicle, and is specifically applied to a controller of the steering system. The steering system includes a sensor for collecting the steering wheel angle. The main steps include: Step S101, obtaining the rotation speeds of multiple wheels at the current moment.

[0023] The sensor that collects the steering wheel angle is usually called a steering wheel angle sensor. Steering wheel angle sensors can be divided into photoelectric, magnetoresistive angle measurement, Hall non-contact, and photoelectric encoder types according to the different angle collection principles.

[0024] In an optional implementation, the rotation speed of the wheel can be collected by a wheel speed sensor installed on the wheel. When the vehicle has three or more wheels, the rotation speed of all the wheels of the vehicle can be collected, or the rotation speed of some of the wheels of the vehicle can be collected. The current moment can be any moment during the driving process of the vehicle.

[0025] In an optional implementation, step S101 may be performed when multiple wheels are in a stable state. The stable state of the wheels refers to a state in which the wheels maintain normal contact with the road surface during driving, and the vehicle is driving smoothly without slipping or losing control. The fact that multiple wheels are in a stable state indicates that the vehicle is driving according to the driver's intention, so the rotation speeds of the multiple wheels can be obtained at this time to determine the driver's driving intention.

[0026] Step S102: determining the turning radii of the multiple wheels at the current moment respectively based on the rotational speeds of the multiple wheels at the current moment and the wheelbase of the vehicle.

[0027] After the turning radius of the multiple wheels at the current moment is obtained, the turning radius of the multiple wheels at the current moment can be determined based on the Ackerman steering law. The Ackerman steering law means that when the vehicle turns, all wheels roll in a circle around an instantaneous center point.

[0028] Specifically, according to Ackerman's steering law, during the vehicle's steering process, multiple wheels all move in a circle around the instantaneous center point at the same angular velocity. Therefore, based on this characteristic, the turning radius of each wheel can be calculated by listing a relationship with angular velocity as the equivalent relationship.

[0029] Taking a four-wheel vehicle as an example, we can obtain the relationship shown in formula (1):

[0030] Among them, V1 is the wheel speed of the left front wheel, R1 is the turning radius of the left front wheel, V2 is the wheel speed of the right front wheel, R2 is the turning radius of the right front wheel, V3 is the wheel speed of the left rear wheel, R3 is the turning radius of the left rear wheel, V4 is the wheel speed of the right rear wheel, and R4 is the turning radius of the right rear wheel.

[0031] refer to Figure 2 A schematic diagram of the dynamics of a vehicle turning left is shown, and Figure 3 The figure shows a dynamic diagram of a vehicle turning right. Since the rear wheels do not deflect during the vehicle turning process, the instantaneous center point is always located on the extension line of the rear wheel axle. It can be seen that when the vehicle turns left, R4 is the sum of R3 and the wheelbase; when the vehicle turns right, R3 is the sum of R4 and the wheelbase. Based on this, the relationship between R4 and R3 is substituted into the above formula (1) to obtain the turning radius of each wheel at the current moment.

[0032] In an optional implementation, the turning direction of the vehicle can be determined by the magnitude relationship between the wheel speeds of each wheel. Specifically, when V1 is less than V2 and V3 is less than V4, it can be determined that the vehicle is turning left; when V1 is greater than V2 and V3 is greater than V4, it can be determined that the vehicle is turning right.

[0033] Step S103, determining an estimated turning angle of the steering wheel at the current moment based on the turning radii of the multiple wheels at the current moment.

[0034] After obtaining the turning radius of multiple wheels at the current moment, the steering wheel angles corresponding to the multiple wheels can be determined by looking up the table, and then the steering wheel angles corresponding to the multiple wheels can be averaged to obtain the estimated steering angle at the current moment.

[0035] The table required for the lookup stores the turning radii of multiple wheels at different steering wheel angles. The correspondence between different steering wheel angles and different turning radii in the table can be obtained by actual vehicle calibration during the vehicle factory setting stage. The specific steps of the calibration can be referred to the description in the relevant technology, and this application will not repeat them.

[0036] Step S104, based on the estimated turning angle at the current moment and the turning angle collected by the sensor at the current moment, correct the turning angle collected by the sensor after the current moment to obtain the actual turning angle of the steering wheel after the current moment.

[0037] The estimated steering angle of the vehicle at the current moment is determined by the rotation speed of multiple wheels at the current moment, and the rotation speed of the wheels at the current moment is the result of the driver controlling the steering wheel. Therefore, the estimated steering angle inferred from the rotation speed of the wheels largely represents the driver's true control intention of the steering wheel. Therefore, based on the estimated steering angle at the current moment, the steering angle collected by the sensor after the current moment is corrected to obtain the actual steering angle that can reflect the driver's true control intention.

[0038] In an optional implementation, the difference between the estimated angle at the current moment and the angle collected by the sensor at the current moment may be used as a correction value to correct the angle collected by the sensor after the current moment, thereby obtaining the actual angle of the steering wheel after the current moment.

[0039] This embodiment determines the turning radius of multiple wheels at the current moment respectively through the rotation speed of the wheel at the current moment and the wheelbase of the vehicle, and further determines the estimated turning angle of the steering wheel at the current moment based on the turning radius. After determining the estimated turning angle of the steering wheel at the current moment, the collected turning angle after the current moment is corrected based on the estimated turning angle of the vehicle at the current moment, so as to obtain the actual turning angle that can reflect the driver's real steering intention. Since the turning radius of the wheel is the result of being controlled by the steering wheel angle, the turning radius of the wheel and the steering wheel angle have a relatively strict corresponding relationship. Based on this corresponding relationship, this embodiment reversely infers the estimated turning angle of the steering wheel through the turning radius of the wheel, so that the driver's real steering intention can be reflected in the estimated turning angle, and then the collected turning angle is corrected based on the estimated turning angle to obtain the actual turning angle, thereby eliminating the difference between the actual turning angle determined by the vehicle and the driver's real steering intention, and finally achieving the technical effect of improving the steering control accuracy of the vehicle.

[0040] Optionally, refer to Figure 4 The method step diagram of a first compensation angle correction based on the last ignition cycle is shown, and step S104 corrects the collected angle of the sensor after the current moment based on the estimated angle at the current moment and the collected angle of the sensor at the current moment, specifically including the following steps: Step S11, determining whether the vehicle has stored a first compensation angle of the previous ignition cycle at the current moment.

[0041] The first compensation angle is used to characterize the difference between the acquired rotation angle and the actual rotation angle in the last ignition cycle.

[0042] If the vehicle has stored the first compensation angle of the previous ignition cycle at the current moment, the process proceeds to step S12 ; if the vehicle has not stored the first compensation angle of the previous ignition cycle at the current moment, the process proceeds to step S13 .

[0043] Step S12, based on the first compensation angle of the previous ignition cycle, the estimated rotation angle at the current moment and the collected rotation angle at the current moment, correcting the collected rotation angle after the current moment.

[0044] Step S13, based on the estimated rotation angle at the current moment and the collected rotation angle at the current moment, correcting the collected rotation angle after the current moment.

[0045] The ignition cycle of a vehicle refers to the interval from the time the engine is started to the time the engine is shut down closest to the time the engine was started.

[0046] The first compensation angle of the previous ignition cycle refers to the difference between the acquired steering angle of the previous ignition cycle and the actual steering angle of the previous ignition cycle.

[0047] The ignition cycle at the current moment is the current ignition cycle, and the previous ignition cycle refers to the ignition cycle that is located before the current ignition cycle on the time axis and is adjacent to the current ignition cycle.

[0048] If the vehicle stores the first compensation angle of the previous ignition cycle, it means that the vehicle has corrected the sensor's acquisition angle in the previous ignition cycle. Therefore, in order to increase the correction speed of the acquisition angle in the current ignition cycle, the sensor's acquisition angle after the current moment can be further corrected based on the first compensation angle of the previous ignition cycle through the estimated angle at the current moment, thereby speeding up the correction speed of the acquisition angle.

[0049] If the vehicle does not store the first compensation angle of the previous ignition cycle, it means that the vehicle has not corrected the collected rotation angle of the sensor, so it is necessary to correct the collected rotation angle after the current moment based on the estimated rotation angle at the current moment.

[0050] This embodiment determines whether the vehicle has corrected the sensor's acquisition angle before the current moment by determining whether the vehicle has stored the first compensation angle of the previous ignition cycle. Furthermore, if the vehicle has already corrected the acquisition angle, the sensor's acquisition angle after the current moment is further corrected based on the first compensation angle of the previous ignition cycle and the estimated angle at the current moment, thereby accelerating the correction speed of the acquisition angle.

[0051] Optionally, refer to Figure 5 Another method step diagram of correcting the first compensation angle based on the last ignition cycle is shown, in which step S12 corrects the collected angle after the current moment based on the first compensation angle of the last ignition cycle, the estimated angle at the current moment, and the collected angle at the current moment, and specifically includes the following steps: Step S121, determining a second compensation angle of the current ignition cycle based on the estimated rotation angle at the current moment, the first compensation angle of the previous ignition cycle, and the collected rotation angle at the current moment.

[0052] The second compensation angle is used to characterize the difference between the acquisition rotation angle of the current ignition cycle and the acquisition rotation angle of the previous ignition cycle.

[0053] Step S122: Based on the second compensation angle of the current ignition cycle, the acquisition rotation angle after the current moment is corrected.

[0054] The first compensation angle of the previous ignition cycle represents the difference between the acquisition angle of the previous ignition cycle and the actual angle. If the acquisition angle of the sensor has not deviated further after the previous ignition cycle, the difference between the acquisition angle of the previous ignition cycle and the actual angle should be the same as the difference between the acquisition angle of the current ignition cycle and the actual angle. If the acquisition angle of the sensor has deviated further after the previous ignition cycle, the difference between the acquisition angle of the previous ignition cycle and the actual angle should be different from the difference between the acquisition angle of the current ignition cycle and the actual angle.

[0055] Therefore, the sensor acquisition error can be determined by the second compensation angle of the current ignition cycle, which is further enlarged after the previous ignition cycle, so that the acquisition angle after the current moment is continuously corrected based on the correction amplitude of the acquisition angle in the previous ignition cycle.

[0056] In an optional implementation, the second compensation angle can be calculated by the following formula (2):

[0057] Among them, α1 is the second compensation angle, α2 is the estimated rotation angle at the current moment, α3 is the collected rotation angle at the current moment, and α4 is the first compensation angle.

[0058] This embodiment corrects the collected angle after the current moment by determining the second compensation angle based on the vehicle's estimated angle at the current moment, the first compensation angle of the previous ignition cycle, and the collected angle at the current moment, thereby concretizing the correction amplitude and improving the correction efficiency of the steering wheel angle.

[0059] Optionally, refer to Figure 6 A method for correcting a steering wheel angle based on credibility is shown, in which step S104 corrects the angle collected by the sensor after the current moment based on the estimated angle at the current moment and the angle collected by the sensor at the current moment, and specifically includes the following steps: Step S21, determining the credibility corresponding to the estimated turning angle at the current moment based on the turning radius of the plurality of wheels at the current moment and the driving speed of the vehicle at the current moment.

[0060] The reliability is used to characterize the difference between the estimated turning angle and the actual turning angle.

[0061] Step S22, based on the estimated angle at the current moment, the credibility corresponding to the estimated angle at the current moment, and the collected angle at the current moment, correct the collected angle after the current moment.

[0062] Credibility is used to characterize the difference between the estimated steering angle and the actual steering angle. When steering, the wheels are affected by not only the longitudinal force but also the lateral force, which will cause the wheels to slide relative to the road surface, thus affecting the accuracy of the steering wheel angle estimation. Therefore, in order to further improve the accuracy of the steering wheel angle correction, the estimated steering angle can also be corrected by the credibility.

[0063] The larger the turning radius of the vehicle, the smaller the cornering force on the wheels, and the lower the vehicle speed when turning, the smaller the cornering force on the wheels. Therefore, the larger the turning radius and the lower the vehicle speed, the smaller the difference between the estimated turning angle and the actual turning angle, and the greater the credibility.

[0064] In an optional implementation, the turning radius of the wheel and the driving speed of the vehicle can be obtained by looking up a table. The table required for the table lookup stores the correspondence between different turning radii and different credibility. The correspondence between the credibility and the turning radius and the driving speed in the table can be determined by actual vehicle calibration. The specific steps of the actual vehicle calibration can be described in the parameter-related technology, and this application will not repeat them.

[0065] In an optional implementation, the reliability may be a ratio between the estimated angle and the actual angle, or a difference between the estimated angle and the actual angle.

[0066] This embodiment first determines the credibility of the current moment before correcting the collected turning angle after the current moment, and then in the process of correcting the collected turning angle after the current moment, takes the difference between the estimated turning angle and the actual turning angle as a factor to be considered for the angle correction, thereby eliminating the influence of the wheel lateral force on the determination of the estimated turning angle and improving the accuracy of the steering wheel angle correction.

[0067] Optionally, refer to Figure 7 The step diagram of a steering wheel angle correction method based on maximum credibility is shown, and step S22 corrects the collected angle after the current moment based on the estimated angle at the current moment, the credibility corresponding to the estimated angle at the current moment, and the collected angle at the current moment, and specifically includes the following steps: Step S221, obtaining the estimated turning angles obtained at multiple historical moments and the credibility corresponding to the estimated turning angles at the multiple historical moments.

[0068] The historical moment is before the current moment and is within the current ignition cycle.

[0069] Step S222, determining a target estimated turning angle corresponding to the greatest credibility from among the estimated turning angles at the plurality of historical moments and the estimated turning angle at the current moment.

[0070] Step S223: based on the target estimated angle, the maximum credibility and the collection angle at the current moment, correct the collection angle after the current moment.

[0071] The estimated turning angle can be determined multiple times during the driving process of a vehicle in an ignition cycle. The steps of determining the estimated turning angle at each historical moment can refer to steps S101 to S103. Since the driving condition of the vehicle is in a dynamic state during the driving process, the turning radius of the wheel at different times and the driving speed of the vehicle at different times will also be different, which will lead to differences in the reliability of the estimated turning angles obtained at different times.

[0072] Therefore, in order to maximize the accuracy of the collection angle correction, the target estimated angle with the highest credibility, that is, the smallest difference with the actual angle, can be determined from the estimated angles corresponding to multiple historical moments and the current moment. Then, based on the target estimated angle, the maximum credibility and the collection angle at the current moment, the collection angle after the current moment can be corrected.

[0073] Before performing the steering angle correction, this embodiment determines the target estimated angle with the highest credibility from the estimated angles obtained at multiple historical moments and the current moment, and corrects the collected angles after the current moment based on the target estimated angle, the maximum credibility and the collected angle at the current moment, thereby maximizing the accuracy of the steering wheel angle correction.

[0074] Optionally, refer to Figure 8 The step diagram of a steering wheel angle correction method based on a third compensation angle is shown, and step S22 corrects the collected angle after the current moment based on the estimated angle at the current moment, the credibility corresponding to the estimated angle at the current moment, and the collected angle at the current moment, and specifically includes the following steps: Step S224, determining a third compensation angle of the current ignition cycle based on the estimated rotation angle at the current moment, the credibility corresponding to the estimated rotation angle at the current moment, and the collected rotation angle at the current moment.

[0075] The third compensation angle is used to characterize the difference between the acquired rotation angle and the actual rotation angle in the current ignition cycle.

[0076] Step S225: Based on the third compensation angle of the current ignition cycle, the acquisition rotation angle after the current moment is corrected.

[0077] Since the credibility represents the difference between the estimated turning angle and the actual turning angle, when the estimated turning angle at the current moment is known, the actual turning angle at the current moment can be determined in combination with the credibility corresponding to the estimated angle at the current moment.

[0078] Taking the reliability as the ratio between the estimated turning angle and the actual turning angle as an example, the actual turning angle at the current moment can be calculated by the following formula (3).

[0079]

[0080] Among them, α5 is the actual turning angle at the current moment, α2 is the estimated turning angle at the current moment, and i is the credibility corresponding to the estimated turning angle at the current moment.

[0081] Furthermore, after obtaining the actual rotation angle at the current moment, the third compensation angle in the current ignition cycle can be determined by the difference between the actual rotation angle at the current moment and the collection rotation angle at the current moment. When compensating the collection rotation angle after the current moment, the third compensation angle is added to the collection rotation angle after the current moment to obtain the actual rotation angle after the current moment, thereby completing the correction of the collection rotation angle after the current moment.

[0082] In an optional embodiment, after obtaining the actual rotation angle of the current ignition cycle, the actual rotation angle can also be stored in a storage module of the controller, so that the next ignition cycle can correct the collected rotation angle of the next ignition cycle based on the third compensation angle of the current ignition cycle.

[0083] This embodiment first determines the third compensation angle of the current ignition cycle based on the estimated angle, credibility and collected angle at the current moment, and then corrects the collected angle after the current moment based on the third compensation angle, so that the correction amplitude of the collected compensation angle in the current ignition cycle is concretized, thereby improving the correction efficiency of the steering wheel angle.

[0084] Optionally, refer to Fig. 9 A steering wheel angle correction method based on a corresponding relationship is shown, in which step S104 corrects the collected angle of the sensor after the current moment based on the estimated angle at the current moment and the collected angle of the sensor at the current moment, and specifically includes the following steps: Step S31, obtaining estimated turning angles obtained at multiple historical moments and collected turning angles at multiple historical moments.

[0085] The historical moment is before the current moment and is within the current ignition cycle.

[0086] Step S32, determining a corresponding relationship between the actual turning angle and the collected turning angle based on the estimated turning angles and the collected turning angles corresponding to the plurality of historical moments and the current moment respectively.

[0087] Step S33: Based on the corresponding relationship, the acquisition angle after the current moment is corrected.

[0088] In the same ignition cycle, the wear of the steering system and the sensor can be considered to be the same, so the deviation between the collected angle and the actual angle at the same time can also be approximately the same. In other words, the corresponding relationship between the collected angle and the actual angle in the same ignition cycle is the same, and the estimated angle is a value calculated by the vehicle that can truly reflect the actual angle. Therefore, based on multiple estimated angles and collected angles, the corresponding relationship between the actual angle and the collected angle can be determined, so as to correct the collected angle after the current moment, and then obtain the actual angle after the current moment.

[0089] In an optional implementation, after obtaining the estimated rotation angles and the collected rotation angles corresponding to multiple historical moments and the current moment, linear fitting can be performed on multiple groups of estimated rotation angles and collected rotation angles at different moments, thereby obtaining a corresponding relationship between the actual rotation angle and the collected rotation angle of the current ignition cycle. At a moment after the current moment, if the collected rotation angle of the sensor is obtained, the collected rotation angle can be substituted into the corresponding relationship to obtain the actual rotation angle at that moment.

[0090] This embodiment determines the correspondence between the actual turning angle and the collected turning angle through the estimated turning angle and the collected turning angle at multiple moments, and further corrects the collected turning angle after the current moment based on the correspondence, thereby making the determination of the actual turning angle easier and improving the efficiency of steering wheel angle correction.

[0091] Based on the above embodiments, reference Fig.10 A flowchart of a steering wheel angle correction method is shown, and the steering wheel angle correction method described in this application will be exemplarily described below: The steering wheel angle correction method described in the present application is applied to the steering system of a vehicle, and is specifically applied to the controller of the steering system. The controller includes a storage module, and the storage module stores the wheelbase of the vehicle. Specifically, the following steps are included: At the beginning of the method, the rotation speeds of the multiple wheels at the current moment are obtained through the wheel speed sensors of the respective wheels, and the wheelbase of the vehicle is obtained from the storage module. Afterwards, the rotation speeds of the multiple wheels at the current moment and the wheelbase of the vehicle are substituted into equation (1) to determine the turning radii of the multiple wheels at the current moment.

[0092]

[0093] Among them, V1 is the wheel speed of the left front wheel, R1 is the turning radius of the left front wheel, V2 is the wheel speed of the right front wheel, R2 is the turning radius of the right front wheel, V3 is the wheel speed of the left rear wheel, R3 is the turning radius of the left rear wheel, V4 is the wheel speed of the right rear wheel, and R4 is the turning radius of the right rear wheel.

[0094] After obtaining the turning radii of the multiple wheels at the current moment, a table lookup is performed based on the turning radii of the multiple wheels at the current moment to determine the estimated turning angle of the steering wheel at the current moment.

[0095] Afterwards, it is determined whether the vehicle has stored the first compensation angle of the previous ignition cycle at the current moment. If the vehicle has stored the first compensation angle of the previous ignition cycle in the storage module of the controller, the credibility corresponding to the estimated turning angle at the current moment is determined based on the turning radius of multiple wheels at the current moment and the driving speed of the vehicle at the current moment. Subsequently, the estimated turning angle at the current moment, the credibility corresponding to the estimated turning angle at the current moment, the first compensation angle of the previous ignition cycle, and the collected turning angle at the current moment are substituted into the following formula (4) for calculation to determine the second compensation angle of the current ignition cycle.

[0096]

[0097] Among them, α1 is the second compensation angle, α2 is the estimated rotation angle at the current moment, i is the credibility corresponding to the estimated rotation angle at the current moment, α3 is the acquisition rotation angle at the current moment, and α4 is the first compensation angle.

[0098] Afterwards, based on the second compensation angle of the current ignition cycle, the collected rotation angle after the current moment is corrected to obtain the actual rotation angle after the current moment.

[0099] If the first compensation angle of the previous ignition cycle is not stored in the storage module, the credibility corresponding to the estimated turning angle at the current moment is determined based on the turning radius of multiple wheels at the current moment and the vehicle's driving speed at the current moment, and the credibility corresponding to the estimated turning angles obtained at multiple historical moments and the estimated steering angles at multiple historical moments are obtained.

[0100] Afterwards, based on the credibility corresponding to the estimated turning angles at the historical moments and the current moment respectively, a target estimated turning angle corresponding to the maximum credibility is determined from the estimated turning angles at multiple historical moments and the estimated turning angle at the current moment.

[0101] Finally, based on the target estimated angle, the maximum credibility and the collected angle at the same time as the target estimated angle, the third compensation angle of the current ignition cycle is determined, and based on the third compensation angle of the current ignition cycle, the collected angle after the current moment is corrected to obtain the actual angle after the current moment.

[0102] In addition, the estimated turning angles obtained at multiple historical moments and the collected turning angles at multiple historical moments can be obtained, and the corresponding relationship between the actual turning angle and the collected turning angle can be determined based on the estimated turning angles and the collected turning angles corresponding to the multiple historical moments and the current moment. After the corresponding relationship is obtained, the collected turning angle after the current moment is corrected based on the corresponding relationship to obtain the actual turning angle after the current moment.

[0103] Based on the same inventive concept, the present application also provides a steering wheel angle correction system, such as Fig.11 As shown in the structural schematic diagram of a steering wheel angle correction system, the correction system is applied to a steering system, the steering system includes a sensor for collecting the steering wheel angle, and the correction system includes: An acquisition module, used to acquire the rotation speeds of multiple wheels at the current moment; A first determination module, configured to determine the turning radius of the plurality of wheels at the current moment respectively based on the rotation speeds of the plurality of wheels at the current moment and the wheelbase of the vehicle; A second determination module, configured to determine an estimated turning angle of the steering wheel at the current moment based on the turning radii of the plurality of wheels at the current moment; The correction module is used to correct the collected angle of the sensor after the current moment based on the estimated angle at the current moment and the collected angle of the sensor at the current moment, so as to obtain the actual angle of the steering wheel after the current moment.

[0104] Optionally, the correction module is also used to determine whether the vehicle stores a first compensation angle of the previous ignition cycle at the current moment, the first compensation angle being used to characterize the difference between the collected angle and the actual angle in the previous ignition cycle; if so, the collected angle after the current moment is corrected based on the first compensation angle of the previous ignition cycle, the estimated angle at the current moment and the collected angle at the current moment; if not, the collected angle after the current moment is corrected based on the estimated angle at the current moment and the collected angle at the current moment.

[0105] Optionally, the correction module is also used to determine a second compensation angle of the current ignition cycle based on the estimated angle at the current moment, the first compensation angle of the previous ignition cycle and the collection angle at the current moment, the second compensation angle being used to characterize the difference between the collection angle of the current ignition cycle and the collection angle of the previous ignition cycle; and to correct the collection angle after the current moment based on the second compensation angle of the current ignition cycle.

[0106] Optionally, the correction module is also used to determine the credibility corresponding to the estimated turning angle at the current moment based on the turning radius of the multiple wheels at the current moment and the driving speed of the vehicle at the current moment, and the credibility is used to characterize the difference between the estimated turning angle and the actual turning angle; based on the estimated angle at the current moment, the credibility corresponding to the estimated turning angle at the current moment, and the collected angle at the current moment, the collected turning angle after the current moment is corrected.

[0107] Optionally, the correction module is also used to obtain the estimated steering angles obtained at multiple historical moments and the credibility corresponding to the estimated steering angles at multiple historical moments, wherein the historical moments are located before the current moment and within the current ignition cycle; determine the target estimated steering angle corresponding to the maximum credibility from the estimated steering angles at the multiple historical moments and the estimated steering angle at the current moment; and correct the collected steering angle after the current moment based on the target estimated angle, the maximum credibility and the collected steering angle at the current moment.

[0108] Optionally, the correction module is also used to determine a third compensation angle of the current ignition cycle based on the estimated angle at the current moment, the credibility corresponding to the estimated angle at the current moment, and the collected angle at the current moment, and the third compensation angle is used to characterize the difference between the collected angle and the actual angle within the current ignition cycle; based on the third compensation angle of the current ignition cycle, the collected angle after the current moment is corrected.

[0109] Optionally, the correction module is also used to obtain estimated angles obtained at multiple historical moments and multiple collected angles at the historical moments, wherein the historical moments are located before the current moment and within the current ignition cycle; based on the estimated angles and collected angles corresponding to the multiple historical moments and the current moment, respectively, determine the correspondence between the actual angle and the collected angle; based on the corresponding relationship, correct the collected angle after the current moment.

[0110] An embodiment of the present application also provides a computer-readable storage medium on which a computer program / instruction is stored. When the computer program / instruction is executed by a processor, a steering wheel angle correction method as disclosed in an embodiment of the present application is implemented.

[0111] An embodiment of the present application also provides a vehicle, including a steering wheel angle correction system provided by the present application, or including a control module, wherein the control module is used to implement the steps of the steering wheel angle correction method described in the embodiment of the present application.

[0112] The present application provides a steering wheel angle correction method, system, storage medium and vehicle, the method comprising: obtaining the rotational speed of multiple wheels at a current moment; determining the turning radii of multiple wheels at the current moment respectively based on the rotational speeds of multiple wheels at the current moment and the wheelbase of the vehicle; determining the estimated angle of the steering wheel at the current moment based on the turning radii of multiple wheels at the current moment; based on the estimated angle at the current moment and the collected angle of the sensor at the current moment, correcting the collected angle of the sensor after the current moment to obtain the actual angle of the steering wheel after the current moment.

[0113] The present application determines the turning radius of multiple wheels at the current moment respectively through the rotation speed of the wheels at the current moment and the wheelbase of the vehicle, and further determines the estimated turning angle of the steering wheel at the current moment based on the turning radius. After determining the estimated turning angle of the steering wheel at the current moment, the collected turning angle after the current moment is corrected based on the estimated turning angle of the vehicle at the current moment, so as to obtain the actual turning angle that can reflect the driver's true steering intention. Since the turning radius of the wheel is the result of being controlled by the steering wheel angle, the turning radius of the wheel and the steering wheel angle have a relatively strict corresponding relationship. Based on this corresponding relationship, the present application reversely infers the estimated turning angle of the steering wheel through the turning radius of the wheel, so that the driver's true steering intention can be reflected in the estimated turning angle, and then the collected turning angle is corrected based on the estimated turning angle to obtain the actual turning angle, thereby eliminating the difference between the actual turning angle determined by the vehicle and the driver's true steering intention, and finally achieving the technical effect of improving the accuracy of vehicle steering control.

[0114] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0115] The embodiments of the present application are described with reference to the flowcharts and / or block diagrams of the methods, systems, electronic devices, and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing terminal device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing terminal device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0116] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing terminal device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce a manufactured product including an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0117] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal device so that a series of operating steps are executed on the computer or other programmable terminal device to produce a computer-implemented process, thereby providing instructions for executing on the computer or other programmable terminal device to implement the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0118] Although the preferred embodiments of the present application have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the embodiments of the present application.

[0119] Finally, it should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or terminal device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or terminal device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or terminal device including the elements.

[0120] The above is a detailed introduction to a steering wheel angle correction method, system, storage medium and vehicle provided by the present application. Specific examples are used in this article to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the method of the present application and its core idea; at the same time, for general technical personnel in this field, according to the idea of ​​the present application, there will be changes in the specific implementation method and application scope. In summary, the content of this specification should not be understood as a limitation on the present application.

Claims

1. A steering wheel angle correction method, characterized in that: The method is applied to a steering system, wherein the steering system includes a sensor for collecting a steering wheel angle, and the method includes: Get the rotation speed of multiple wheels at the current moment; Based on the rotation speeds of the multiple wheels at the current moment and the wheelbase of the vehicle, respectively determine the turning radii of the multiple wheels at the current moment; Determining an estimated turning angle of the steering wheel at the current moment based on the turning radii of the plurality of wheels at the current moment; Based on the estimated turning angle at the current moment and the turning angle collected by the sensor at the current moment, the turning angle collected by the sensor after the current moment is corrected to obtain the actual turning angle of the steering wheel after the current moment.

2. The steering wheel angle correction method according to claim 1, characterized in that: The step of correcting the collected angle of the sensor after the current moment based on the estimated angle of the current moment and the collected angle of the sensor at the current moment includes: Determining whether the vehicle has stored a first compensation angle of a previous ignition cycle at the current moment, the first compensation angle being used to characterize a difference between a collected rotation angle and an actual rotation angle in the previous ignition cycle; If yes, then based on the first compensation angle of the previous ignition cycle, the estimated rotation angle at the current moment, and the collected rotation angle at the current moment, correct the collected rotation angle after the current moment; If not, based on the estimated angle at the current moment and the collected angle at the current moment, the collected angle after the current moment is corrected.

3. The steering wheel angle correction method according to claim 2, characterized in that: The method of correcting the collected rotation angle after the current moment based on the first compensation angle of the previous ignition cycle, the estimated rotation angle at the current moment, and the collected rotation angle at the current moment includes: Determine a second compensation angle of the current ignition cycle based on the estimated rotation angle at the current moment, the first compensation angle of the previous ignition cycle, and the collected rotation angle at the current moment, wherein the second compensation angle is used to characterize the difference between the collected rotation angle of the current ignition cycle and the collected rotation angle of the previous ignition cycle; Based on the second compensation angle of the current ignition cycle, the acquisition rotation angle after the current moment is corrected.

4. The steering wheel angle correction method according to claim 1, characterized in that: The step of correcting the collected angle of the sensor after the current moment based on the estimated angle of the current moment and the collected angle of the sensor at the current moment includes: Determining, based on the turning radii of the plurality of wheels at the current moment and the driving speed of the vehicle at the current moment, a credibility corresponding to the estimated turning angle at the current moment, wherein the credibility is used to characterize the difference between the estimated turning angle and the actual turning angle; Based on the estimated angle at the current moment, the reliability corresponding to the estimated angle at the current moment, and the collected angle at the current moment, the collected angle after the current moment is corrected.

5. The steering wheel angle correction method according to claim 4, characterized in that: The correcting of the collected angle after the current moment based on the estimated angle at the current moment, the credibility corresponding to the estimated angle at the current moment, and the collected angle at the current moment includes: Obtaining estimated turning angles obtained at a plurality of historical moments and respective corresponding credibility of the estimated turning angles at the plurality of historical moments, wherein the historical moments are located before the current moment and within the current ignition cycle; Determining a target estimated turning angle corresponding to the greatest credibility from among the estimated turning angles at the plurality of historical moments and the estimated turning angle at the current moment; Based on the target estimated angle, the maximum reliability and the collection angle at the current moment, the collection angle after the current moment is corrected.

6. The steering wheel angle correction method according to claim 4, characterized in that: The correcting of the collected angle after the current moment based on the estimated angle at the current moment, the credibility corresponding to the estimated angle at the current moment, and the collected angle at the current moment includes: Determine a third compensation angle of the current ignition cycle based on the estimated rotation angle at the current moment, the credibility corresponding to the estimated rotation angle at the current moment, and the collected rotation angle at the current moment, wherein the third compensation angle is used to characterize the difference between the collected rotation angle and the actual rotation angle in the current ignition cycle; Based on the third compensation angle of the current ignition cycle, the acquisition rotation angle after the current moment is corrected.

7. The steering wheel angle correction method according to claim 1, characterized in that: The step of correcting the collected angle of the sensor after the current moment based on the estimated angle of the current moment and the collected angle of the sensor at the current moment includes: Obtaining estimated rotation angles obtained at a plurality of historical moments and collected rotation angles at a plurality of the historical moments, the historical moments being before the current moment and within a current ignition cycle; Based on the estimated turning angles and the collected turning angles respectively corresponding to the plurality of historical moments and the current moment, determining a corresponding relationship between the actual turning angle and the collected turning angle; Based on the corresponding relationship, the acquisition angle after the current moment is corrected.

8. A steering wheel angle correction system, characterized in that: The correction system is applied to a steering system, the steering system includes a sensor for collecting a steering wheel angle, and the correction system includes: An acquisition module, used to acquire the rotation speeds of multiple wheels at the current moment; A first determination module, configured to determine the turning radius of the plurality of wheels at the current moment respectively based on the rotation speeds of the plurality of wheels at the current moment and the wheelbase of the vehicle; A second determination module, configured to determine an estimated turning angle of the steering wheel at the current moment based on the turning radii of the plurality of wheels at the current moment; The correction module is used to correct the collected angle of the sensor after the current moment based on the estimated angle at the current moment and the collected angle of the sensor at the current moment, so as to obtain the actual angle of the steering wheel after the current moment.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the steps of the steering wheel angle correction method described in any one of claims 1 to 7 are implemented.

10. A vehicle, characterized in that: It comprises the steering wheel angle correction system as claimed in claim 8, or comprises a control module, wherein the control module is used to implement the steps of the steering wheel angle correction method as claimed in any one of claims 1-7.

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