Steering wheel zero offset calibration method, device and equipment, storage medium and vehicle

Abstract

The invention provides a steering wheel zero offset calibration method, device and equipment, a storage medium and a vehicle, and belongs to the technical field of automatic driving. The method comprises the following steps: acquiring driving data of a vehicle in real time; according to the driving data of the vehicle, a steering wheel zero offset calibration strategy is executed, the current steering wheel zero offset corresponding to the vehicle is determined, and the steering wheel zero offset calibration strategy is used for determining whether the vehicle is in a straight driving state or not according to the speed of the vehicle; and when the vehicle is in the straight driving state within the first target frame number, determining the current steering wheel zero deviation. The invention aims to generate a more accurate steering wheel zero offset.

Description

Technical Field

[0001] The embodiments of the present application relate to the technical field of autonomous driving, and specifically, to a steering wheel zero bias calibration method, device, equipment, storage medium and vehicle. Background Art

[0002] Motion control of smart cars is an important research direction of autonomous driving technology. The control of the car steering wheel is an indispensable device for the lateral control of the car. However, the car steering wheel will produce certain errors after installation and long-term use, resulting in the vehicle's steering wheel angle being zero. The vehicle cannot maintain straight driving, which not only reduces the comfort of autonomous driving, but also seriously increases the danger of autonomous driving technology.

[0003] The current steering wheel angle zero offset calibration method includes the driver controlling the car along a straight trajectory strictly calibrated on the ground, and reading the steering angle of the steering wheel when the car is driving along the straight trajectory as the steering wheel zero offset; or when the vehicle is driving in a straight line in an automatic driving state, the steering wheel zero offset in a calibration time interval is determined based on the yaw angle.

[0004] However, in the current vehicle steering wheel zero offset calibration method, because it does not take into account the different vehicle kinematic parameters corresponding to the same steering wheel angle when driving in a straight line at different speeds, there are differences in the calibration results of the steering wheel zero offset in high-speed and low-speed scenarios, resulting in inaccurate calibration results of the steering wheel zero offset. Summary of the invention

[0005] Embodiments of the present application provide a steering wheel zero offset calibration method, device, equipment, storage medium and vehicle, aiming to generate a more accurate steering wheel zero offset value.

[0006] In a first aspect, an embodiment of the present application provides a steering wheel zero bias calibration method, the method comprising: Obtain vehicle driving data in real time; According to the driving data of the vehicle, a steering wheel zero offset calibration strategy is executed to determine the current steering wheel zero offset corresponding to the vehicle. The steering wheel zero offset calibration strategy is used to determine whether the vehicle is in a straight-line driving state according to the vehicle speed, and when the vehicle is in a straight-line driving state within a first target frame number, determine the current steering wheel zero offset.

[0007] Optionally, after acquiring the driving data of the vehicle in real time, the method further includes: A noise suppression strategy is executed on the driving data of the vehicle, wherein the noise suppression strategy is used to suppress noise in the driving data.

[0008] Optionally, a noise suppression strategy is implemented, including: The driving data is input into a first-order low-pass filter for filtering.

[0009] Optionally, a steering wheel zero bias calibration strategy is executed, including: Executing a driving state determination strategy according to driving data of a current frame of the vehicle to determine whether the vehicle is in a straight-line driving state in the current frame; When the vehicle is in a straight-line driving state in the current frame, and the vehicle is in a steering wheel zero-bias state in the current frame, taking the next frame as the current frame; When the vehicle is not in a straight-line driving state in the current frame, or the vehicle is not in a steering wheel zero bias state in the current frame, the next frame of the current frame is used as an initial frame, and the steering wheel zero bias calibration strategy is re-executed; When the vehicle is in a straight-line driving state in each frame of the first target frame number and the vehicle is in a steering wheel zero-bias state in each frame of the first target frame number, the sum of the steering wheel angles corresponding to the first target frame number is calculated; The current steering wheel zero offset is calculated according to the sum of the steering wheel angles corresponding to the first target frame number.

[0010] Optionally, executing a driving state determination strategy according to driving data of a current frame of the vehicle to determine whether the vehicle is in a straight-line driving state in the current frame includes: Obtain straight-line driving judgment configuration information; When the straight-line driving judgment configuration information is yaw angular velocity judgment configuration information, a first driving state determination sub-strategy is executed, and the first driving state determination sub-strategy is used to determine whether the vehicle is currently in a straight-line driving state according to the yaw angular velocity at different vehicle speeds.

[0011] Optionally, executing the first driving state determination sub-strategy includes: Acquiring the vehicle speed and yaw rate of the current frame in the driving data of the vehicle; According to the vehicle speed of the current frame, determining a yaw angular velocity threshold value corresponding to the vehicle speed in a yaw angular velocity threshold value list, wherein the yaw angular velocity threshold value list is preset with yaw angular velocity threshold values ​​corresponding to different vehicle speeds; When the yaw angular velocity of the current frame is less than a yaw angular velocity threshold corresponding to the vehicle speed, it is determined that the vehicle is in a straight-line driving state in the current frame.

[0012] Optionally, after obtaining the straight-line driving judgment configuration information, the method further includes: When the straight-line driving judgment configuration information is the front wheel speed difference judgment configuration information, the second driving state determination sub-strategy is executed, and the second driving state determination sub-strategy is used to determine whether the vehicle is in a straight-line driving state according to the front wheel speed difference at different vehicle speeds.

[0013] Optionally, executing the second driving state determination sub-strategy includes: Obtaining the vehicle speed and the front wheel speed difference of the current frame in the driving data of the vehicle; According to the vehicle speed of the current frame, determining the front wheel speed difference threshold value corresponding to the vehicle speed in the front wheel speed difference threshold value list, wherein the front wheel speed difference threshold value corresponding to different vehicle speeds is preset in the front wheel speed difference threshold value list; When the front wheel speed difference in the current frame is less than the yaw rate threshold corresponding to the vehicle speed, it is determined that the vehicle is in a straight-line driving state in the current frame.

[0014] Optionally, after obtaining the straight-line driving judgment configuration information, the method further includes: When the straight-line driving judgment configuration information is comprehensive judgment configuration information, the third driving state determination sub-strategy is executed, and the third driving state determination sub-strategy is used to determine whether the vehicle is in a straight-line driving state according to the yaw angular velocity and the front wheel speed difference at different vehicle speeds.

[0015] Optionally, executing the third driving state determination sub-strategy includes: Obtaining the vehicle speed, yaw rate and front wheel speed difference of the current frame in the driving data of the vehicle; According to the vehicle speed of the current frame, a yaw angular velocity threshold value corresponding to the vehicle speed is determined in a yaw angular velocity threshold value list, and a front wheel speed difference threshold value corresponding to the vehicle speed is determined in a front wheel speed difference threshold value list, wherein the yaw angular velocity threshold value list is preset with yaw angular velocity threshold values ​​corresponding to different vehicle speeds, and the front wheel speed difference threshold value list is preset with front wheel speed difference threshold values ​​corresponding to different vehicle speeds; When the yaw rate of the current frame is less than the yaw rate threshold corresponding to the vehicle speed, and the front wheel speed difference of the current frame is less than the yaw rate threshold corresponding to the vehicle speed, it is determined that the vehicle is in a straight-line driving state in the current frame.

[0016] Optionally, after executing a driving state determination strategy according to driving data of a current frame of the vehicle to determine whether the vehicle is in a straight-line driving state in the current frame, the method further comprises: Obtaining a steering wheel angle of a current frame in the driving data of the vehicle; When the steering wheel angle of the current frame is greater than a preset steering wheel angle threshold, the vehicle is in a steering wheel zero bias state in the current frame; When the steering wheel angle of the current frame is less than or equal to a preset steering wheel angle threshold, the vehicle is not in a steering wheel zero bias state in the current frame.

[0017] Optionally, calculating the current steering wheel zero offset according to the sum of the steering wheel angles corresponding to the first target frame number includes: taking the average of the sum of the steering wheel angles corresponding to the first target frame number in the first target frame number as a temporary steering wheel zero offset; The current steering wheel zero offset is calculated according to the temporary steering wheel zero offset and the historical steering wheel zero offset.

[0018] Optionally, calculating the current steering wheel zero offset according to the temporary steering wheel zero offset and the historical steering wheel zero offset includes: Determining whether the historical steering wheel zero offset is zero; When the historical steering wheel zero offset is zero, taking the temporary steering wheel zero offset as the current steering wheel zero offset; When the historical steering wheel zero offset is not zero, the average of the temporary steering wheel zero offset and the historical steering wheel zero offset is used as the current steering wheel zero offset.

[0019] Optionally, before determining whether the historical steering wheel zero offset is zero, the method further includes: When a manual reset operation of the steering wheel zero offset is detected, the current steering wheel zero offset is set to zero.

[0020] Optionally, after determining the current steering wheel zero offset, the method further includes: When the vehicle is in a straight-line driving state in each frame of the second target frame number and the calibrated steering wheel angles are all greater than the angle threshold, the steering wheel zero offset calibration strategy is re-executed to obtain an updated current steering wheel zero offset.

[0021] Optionally, after determining the current steering wheel zero offset, the method further includes: When the vehicle is not in a straight-line driving state in at least one frame of the second target frame number, or when the calibrated steering wheel angle in at least one frame is less than or equal to an angle threshold, the steering wheel zero offset calibration strategy is not executed to update the current steering wheel zero offset.

[0022] In a second aspect, an embodiment of the present application provides a steering wheel zero bias calibration device, the device comprising: A driving data acquisition module is used to acquire the vehicle's driving data in real time; The steering wheel zero offset calibration module is used to execute a steering wheel zero offset calibration strategy according to the driving data of the vehicle to determine the current steering wheel zero offset corresponding to the vehicle. The steering wheel zero offset calibration strategy is used to determine whether the vehicle is in a straight-line driving state according to the vehicle speed, and when the vehicle is in a straight-line driving state within a first target frame number, determine the current steering wheel zero offset.

[0023] In a third aspect, an embodiment of the present application provides an electronic device, comprising: at least one processor, and a memory, wherein the memory stores a computer program that can be run on the processor, wherein when the processor executes the computer program, the steering wheel zero bias calibration method described in the first aspect of the embodiment is executed.

[0024] In a fourth aspect, an embodiment of the present application provides a non-volatile readable storage medium, wherein the non-volatile readable storage medium stores a computer program, wherein when the computer program is executed by a processor, the steering wheel zero bias calibration method described in the first aspect of the embodiment is executed.

[0025] In a fifth aspect, an embodiment of the present application provides a vehicle, comprising the steering wheel zero offset calibration device described in the second aspect of the embodiment.

[0026] Beneficial effects: The method acquires the vehicle's driving data in real time, and then executes a steering wheel zero offset calibration strategy to determine the current steering wheel zero offset corresponding to the vehicle. The steering wheel zero offset calibration strategy is used to determine whether the vehicle is in a straight-line driving state according to the vehicle's speed, and when the vehicle is in a straight-line driving state within a first target frame number, the current steering wheel zero offset is determined, and then whether the vehicle is in a straight-line driving is more accurately judged according to the vehicle's speed, thereby generating a more accurate steering wheel zero offset. The method can obtain accurate steering wheel zero offset calibration results in different scenarios of low-speed straight-line driving and high-speed straight-line driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] 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.

[0028] Figure 1 is a flowchart of the steps of a steering wheel zero bias calibration method proposed in an embodiment of the present application; Figure 2 is an execution flow chart of a steering wheel zero bias calibration method proposed in an embodiment of the present application; Figure 3 is an execution flow chart of determining the current steering wheel zero offset proposed in an embodiment of the present application; Figure 4 is an execution flow chart of a driving state determination strategy proposed in an embodiment of the present application; Figure 5 is an execution flow chart of determining the current steering wheel zero offset proposed in an embodiment of the present application; Figure 6 is an execution flow chart of the current steering wheel zero offset recalibration proposed in an embodiment of the present application; Figure 7 It is a functional module diagram of a steering wheel zero offset calibration device proposed in an embodiment of the present application; Figure 8 is a schematic diagram of an electronic device proposed in one embodiment of the present application; Fig. 9 It is a schematic diagram of a non-volatile readable storage medium proposed in an embodiment of the present application. DETAILED DESCRIPTION

[0029] 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.

[0030] Motion control of smart cars is an important research direction of autonomous driving technology. The control of the car steering wheel is an indispensable device for the lateral control of the car. However, the car steering wheel will produce certain errors after installation and long-term use, resulting in the vehicle's steering wheel angle being zero. The vehicle cannot maintain straight driving, which not only reduces the comfort of autonomous driving, but also seriously increases the danger of autonomous driving technology.

[0031] The existing method for determining the zero offset of the steering wheel angle includes the driver controlling the vehicle to travel along a straight trajectory strictly calibrated on the ground, and reading the steering angle of the steering wheel when the vehicle is traveling along the straight trajectory as the steering wheel zero offset; or the vehicle is in an automatic driving state, and the steering wheel zero offset in a calibrated time interval is determined based on the yaw angle when the vehicle is in a straight driving state.

[0032] However, when the driver manually controls the steering wheel or the car is in automatic driving mode, it is feasible to determine whether the car is in a driving state based on the yaw angle. However, when the car is driving in a straight line at different speeds, the yaw angular velocity at the same steering wheel angle is different. Therefore, using the yaw angle alone to judge the straight-moving state of the car in all speed ranges will lead to differences in the steering wheel zero offset calculated at different speeds. In addition, the steering wheel zero offset calculated in this way causes the steering wheel zero offset to be continuously written into the storage unit, reducing the life of the storage unit.

[0033] In order to solve the problem that in the current vehicle steering wheel zero offset automatic calibration process, straight-line driving at different speeds is not taken into consideration, the vehicle kinematic parameters corresponding to the same steering wheel angle are different, resulting in differences in the calibration results of the steering wheel zero offset in high-speed and low-speed scenarios, and the continuous updating of the steering wheel zero offset value leads to a reduction in the life of the storage unit, the present embodiment provides a steering wheel zero offset calibration method, which can obtain a more accurate steering wheel zero offset value.

[0034] Reference Figure 1 , shows a flowchart of a method for calibrating a steering wheel zero bias in an embodiment of the present application, and the method may specifically include the following steps: S101: Acquire vehicle driving data in real time.

[0035] Specifically, during the driving process of the vehicle, the driving data of the vehicle is obtained in real time, and data can be collected and processed through various sensors on the vehicle, and the data collected by various sensors can be summarized.

[0036] In this embodiment, the driving data of the vehicle includes vehicle speed, steering wheel angle, yaw rate and front wheel speed difference.

[0037] Among them, the steering wheel angle is the deflection angle relative to the center position of the steering wheel. When the vehicle's steering wheel has zero offset, the steering wheel angle includes the zero offset; the yaw angular velocity refers to the speed at which the vehicle rotates around an axis perpendicular to the longitudinal axis of the vehicle body in lateral motion; the front wheel speed difference is the speed difference between the left front wheel and the right front wheel of the vehicle. When the vehicle is traveling in a straight line, the left and right front wheels of the vehicle have the same speed. When the vehicle turns, the outer wheel has a longer trajectory than the inner wheel, so the outer wheel has a higher speed than the inner wheel. At this time, there is a speed difference between the left and right front wheels of the vehicle.

[0038] In a feasible implementation manner, after obtaining the driving data of the vehicle in real time, the method further includes: A noise suppression strategy is executed on the driving data of the vehicle, wherein the noise suppression strategy is used to suppress noise in the driving data.

[0039] Specifically, executing the noise suppression strategy may include inputting the driving data into a first-order low-pass filter for filtering.

[0040] Because the vehicle's driving data is basically a low-frequency signal, by inputting the collected driving data into a first-order low-pass filter for filtering, the high-frequency noise in the driving data can be suppressed by the low-pass filter, thereby reducing the error of the zero bias calibration result.

[0041] S102: Execute a steering wheel zero offset calibration strategy based on the driving data of the vehicle to determine the current steering wheel zero offset corresponding to the vehicle, wherein the steering wheel zero offset calibration strategy is used to determine whether the vehicle is in a straight-line driving state based on the vehicle speed, and when the vehicle is in a straight-line driving state within a first target frame number, determine the current steering wheel zero offset.

[0042] In this embodiment, considering that when the vehicle is traveling in a straight line at different speeds, the same steering wheel angle will correspond to different yaw angular velocities. For example, when the vehicle is traveling in a straight line at a speed of 1, the yaw angular velocity corresponding to the steering wheel angle A is X1, but when the vehicle is traveling in a straight line at a speed of 2, the yaw angular velocity corresponding to the steering wheel angle A is X2. When the speed 1 is less than the speed 2, the yaw angular velocity X1 is usually less than the yaw angular velocity X2.

[0043] Therefore, in order to obtain more accurate steering wheel zero offset when the vehicle is driving in a straight line at different speeds, the steering wheel zero offset calibration strategy in this embodiment is used to determine whether the vehicle is in a straight-line driving state according to the vehicle speed, and to determine the current steering wheel zero offset when the vehicle is in a straight-line driving state within the first target frame number.

[0044] In a feasible implementation manner, the process of executing the steering wheel zero bias calibration strategy includes the following steps: A1: Execute a driving state determination strategy according to the driving data of the current frame of the vehicle to determine whether the vehicle is in a straight-line driving state in the current frame.

[0045] Specifically, the process of executing the driving state determination strategy to determine whether the vehicle is in a straight driving state in the current frame may include the following sub-steps: A11: Get straight-line driving judgment configuration information.

[0046] A12: When the straight-line driving judgment configuration information is the yaw angular velocity judgment configuration information, execute the first driving state determination sub-strategy, which is used to determine whether the vehicle is currently in a straight-line driving state according to the yaw angular velocity at different vehicle speeds.

[0047] Specifically, executing the first driving state determination sub-strategy includes: The vehicle speed and yaw angular velocity of the current frame in the driving data of the vehicle are obtained.

[0048] According to the vehicle speed of the current frame, a yaw rate threshold corresponding to the vehicle speed is determined in a yaw rate threshold list, wherein the yaw rate threshold list is preset with yaw rate thresholds corresponding to different vehicle speeds.

[0049] When the yaw rate of the current frame is less than the yaw rate threshold corresponding to the vehicle speed, determining that the vehicle is in a straight-line driving state in the current frame; When the yaw rate of the current frame is greater than or equal to a yaw rate threshold corresponding to the vehicle speed, it is determined that the vehicle is not in a straight-line driving state in the current frame.

[0050] For example, assuming that the driving data of the current frame includes yaw angular velocity X1 and vehicle speed 1, the yaw angular velocity threshold list is searched to determine that vehicle speed 1 corresponds to yaw angular velocity threshold 1, and by judging the relationship between yaw angular velocity X1 and yaw angular velocity threshold 1, it is determined whether the vehicle is in a straight driving state in the current frame; assuming that the driving data of the current frame includes yaw angular velocity X1 and vehicle speed 2, the yaw angular velocity threshold list is searched to determine that vehicle speed 2 corresponds to yaw angular velocity threshold 2, and by judging the relationship between yaw angular velocity X1 and yaw angular velocity threshold 2, it is determined whether the vehicle is in a straight driving state in the current frame.

[0051] In actual implementation, the yaw rate fluctuation of the vehicle is small when the vehicle is traveling in a straight line, and the yaw rate fluctuation range is different at different vehicle speeds. Therefore, yaw rate thresholds corresponding to different vehicle speeds can be preset, so that it is possible to judge whether the yaw rate of the current frame can represent that the vehicle is traveling in a straight line according to the yaw rate threshold corresponding to the vehicle speed of the current frame. The constraint of the vehicle speed can make the determination result of the straight-line driving state of the vehicle based on the yaw rate more accurate.

[0052] In the actual implementation process, the yaw rate threshold values ​​corresponding to different vehicle speeds in the yaw rate threshold list can be preset according to the actual implementation requirements, and this embodiment does not limit it.

[0053] A13: When the straight-line driving judgment configuration information is the front wheel speed difference judgment configuration information, execute the second driving state determination sub-strategy, which is used to determine whether the vehicle is in a straight-line driving state according to the front wheel speed difference at different vehicle speeds.

[0054] Specifically, executing the second driving state determination sub-strategy includes: The vehicle speed and the front wheel speed difference of the current frame in the driving data of the vehicle are obtained.

[0055] According to the vehicle speed of the current frame, the front wheel speed difference threshold value corresponding to the vehicle speed is determined in the front wheel speed difference threshold value list, wherein the front wheel speed difference threshold values ​​corresponding to different vehicle speeds are preset in the front wheel speed difference threshold value list.

[0056] When the front wheel speed difference in the current frame is less than the yaw rate threshold corresponding to the vehicle speed, it is determined that the vehicle is in a straight-line driving state in the current frame.

[0057] When the front wheel speed difference in the current frame is greater than or equal to a yaw rate threshold corresponding to the vehicle speed, it is determined that the vehicle is not in a straight-line driving state in the current frame.

[0058] For example, assuming that the driving data of the current frame includes the front wheel speed difference L1 and the vehicle speed 1, the front wheel speed difference threshold list is searched to determine that the vehicle speed 1 corresponds to the front wheel speed difference threshold 1, and by judging the size relationship between the front wheel speed difference L1 and the front wheel speed difference threshold 1, it is determined whether the vehicle is in a straight-line driving state in the current frame; assuming that the driving data of the current frame includes the front wheel speed difference L1 and the vehicle speed 2, the front wheel speed difference threshold list is searched to determine that the vehicle speed 2 corresponds to the front wheel speed difference threshold 2, and by judging the size relationship between the front wheel speed difference L1 and the front wheel speed difference threshold 2, it is determined whether the vehicle is in a straight-line driving state in the current frame.

[0059] In the absence of yaw angular velocity, the front wheel speed difference can be used to judge whether the vehicle is driving in a straight line. Since the front wheel speed difference fluctuates less during straight-line driving and the fluctuation range of the front wheel speed difference is different when driving in a straight line at different vehicle speeds, setting the corresponding front wheel speed difference for different vehicle speeds can more accurately determine whether the vehicle is in a straight-line driving state.

[0060] In the actual implementation process, the sizes of the front wheel speed difference thresholds corresponding to different vehicle speeds in the front wheel speed difference threshold list can be preset according to the actual implementation requirements, and this embodiment does not impose any limitation.

[0061] A14: When the straight-line driving judgment configuration information is comprehensive judgment configuration information, the third driving state determination sub-strategy is executed. The third driving state determination sub-strategy is used to determine whether the vehicle is in a straight-line driving state according to the yaw angular velocity and the front wheel speed difference at different vehicle speeds.

[0062] Specifically, the yaw rate and the front wheel speed difference may be combined to comprehensively determine whether the vehicle is in a straight-line driving state, and the execution of the third driving state determination sub-strategy includes: The vehicle speed, yaw rate and front wheel speed difference of the current frame in the driving data of the vehicle are obtained.

[0063] According to the vehicle speed of the current frame, the yaw angular velocity threshold corresponding to the vehicle speed is determined in the yaw angular velocity threshold list, and the front wheel speed difference threshold corresponding to the vehicle speed is determined in the front wheel speed difference threshold list, wherein the yaw angular velocity thresholds corresponding to different vehicle speeds are preset in the yaw angular velocity threshold list, and the front wheel speed difference thresholds corresponding to different vehicle speeds are preset in the front wheel speed difference threshold list.

[0064] When the yaw rate of the current frame is less than the yaw rate threshold corresponding to the vehicle speed, and the front wheel speed difference of the current frame is less than the yaw rate threshold corresponding to the vehicle speed, it is determined that the vehicle is in a straight-line driving state in the current frame.

[0065] When the yaw rate of the current frame is greater than or equal to the yaw rate threshold corresponding to the vehicle speed, or the front wheel speed difference of the current frame is greater than or equal to the yaw rate threshold corresponding to the vehicle speed, it is determined that the vehicle is not in a straight-line driving state in the current frame.

[0066] For example, assuming that the driving data of the current frame includes yaw angular velocity X1, front wheel speed difference L1 and vehicle speed 1, the yaw angular velocity threshold list is searched to determine that vehicle speed 1 corresponds to yaw angular velocity threshold 1, and the front wheel speed difference threshold list is searched to determine that vehicle speed 1 corresponds to front wheel speed difference threshold 1. By judging the relationship between yaw angular velocity X1 and yaw angular velocity threshold 1 and the relationship between front wheel speed difference L1 and front wheel speed difference threshold 1, it is determined whether the vehicle is in a straight driving state in the current frame.

[0067] Assuming that the driving data of the current frame includes yaw angular velocity X1, front wheel speed difference L1 and vehicle speed 2, determine whether vehicle speed 2 corresponds to yaw angular velocity threshold 2 in the yaw angular velocity threshold list, and determine whether vehicle speed 2 corresponds to front wheel speed difference threshold 2 in the front wheel speed difference threshold list. By judging the relationship between yaw angular velocity X1 and yaw angular velocity threshold 2 and the relationship between front wheel speed difference L1 and front wheel speed difference threshold 2, determine whether the vehicle is in a straight driving state in the current frame.

[0068] By comprehensively judging whether the vehicle is in a straight-line driving state based on both the yaw angular velocity and the front wheel speed difference, the accuracy of the straight-line driving state judgment result can be further improved.

[0069] In the actual implementation process, the straight-line driving judgment configuration information can be modified according to the needs of the actual application, so as to choose to judge whether the vehicle is in a straight-line driving state based on the yaw angular velocity, or to judge whether the vehicle is in a straight-line driving state based on the front wheel speed difference, or to comprehensively judge whether the vehicle is in a straight-line driving state based on the yaw angular velocity and the front wheel speed difference.

[0070] A2: When the vehicle is in a straight-line driving state in the current frame and the vehicle is in a steering wheel zero bias state in the current frame, the next frame is used as the current frame.

[0071] Specifically, the process of determining whether the vehicle is in a steering wheel zero bias state in the current frame includes: Obtain a steering wheel angle of a current frame in the driving data of the vehicle; when the steering wheel angle of the current frame is greater than a preset steering wheel angle threshold, the vehicle is in a steering wheel zero bias state in the current frame; when the steering wheel angle of the current frame is less than or equal to a preset steering wheel angle threshold, the vehicle is not in a steering wheel zero bias state in the current frame; illustratively, the steering wheel angle threshold can be set according to actual needs, and this embodiment does not impose any restrictions, such as the steering wheel angle threshold can be set to 0.5.

[0072] If the vehicle is in a straight-line driving state in the current frame, and the vehicle is in a steering wheel zero bias state in the current frame, the next frame is taken as the current frame, and it is continued to be determined whether the vehicle is in a straight-line driving state in the next frame, and whether the vehicle is in a steering wheel zero bias state in the next frame.

[0073] A3: When the vehicle is not in a straight-line driving state in the current frame, or the vehicle is not in a steering wheel zero bias state in the current frame, the next frame of the current frame is used as the initial frame, and the steering wheel zero bias calibration strategy is re-executed.

[0074] If the vehicle is not in a straight-line driving state in the current frame, it is not suitable for steering wheel zero offset calibration at present, and the current frame is taken as the initial frame, and the steering wheel zero offset calibration strategy is re-executed from the initial frame.

[0075] Since the vehicle is actually in a straight-line driving state, the steering wheel angle of the vehicle may also fluctuate within a certain range. Therefore, when the vehicle is driving in a straight line, if the steering wheel angle of the vehicle is continuously greater than the steering wheel angle threshold, it indicates that the current steering wheel has zero bias, which will affect the assisted driving control and requires zero bias calibration and correction. If the steering wheel angle of the vehicle is not continuously greater than the steering wheel angle threshold, the current steering wheel angle meets the intelligent driving requirements and the steering wheel zero bias calculation is not required.

[0076] Therefore, when the vehicle is in a straight-line driving state in the current frame, but the steering wheel angle of the vehicle in the current frame is less than the steering wheel angle threshold, it indicates that the vehicle has no zero bias. The current frame is taken as the initial frame, and the steering wheel zero bias calibration strategy is re-executed from the initial frame.

[0077] In the first target frame number, when the vehicle is not in a straight-line driving state or in a steering wheel zero bias state in any frame, the steering wheel zero bias calibration process of this wheel will be interrupted, thereby avoiding the problem of frequently calculating the direction offset and frequently writing it into the storage unit, thereby reducing the life of the storage unit.

[0078] A4: until the vehicle is in a straight-line driving state in each frame of the first target frame number and the vehicle is in a steering wheel zero bias state in each frame of the first target frame number, calculate the sum of the steering wheel angles corresponding to the first target frame number.

[0079] If the vehicle is in a straight-line driving state in each frame of the first target frame number, and the vehicle is in a steering wheel zero offset state in each frame of the first target frame number, it indicates that the vehicle has zero offset, and the steering wheel zero offset needs to be recalibrated.

[0080] In the actual implementation process, the first target frame number is used to characterize the size of a continuous time period. The first target frame number can be set according to the needs of the actual application, and the time represented by each frame can also be set according to the needs of the actual application. For example, the first target frame number can be set to 100 frames, and each frame represents 0.02 seconds. That is, if the vehicle is in a straight-line driving state for 100 frames or 2 seconds and the steering wheel angle is continuously greater than the steering wheel angle threshold, the steering wheel zero offset needs to be recalibrated.

[0081] The setting of the first target frame number is related to the noise error and the zero offset calibration frequency. If the first target frame number is small, the recalibration of the steering wheel zero offset may be triggered due to random noise in some frames where the steering wheel angle is occasionally greater than the steering wheel angle threshold, resulting in a large zero offset error. By increasing the first target frame number, it can be determined whether the steering wheel angle of the vehicle is continuously greater than the steering wheel angle threshold, thereby reducing unnecessary steering wheel zero offset calibration caused by occasional steering wheel angle fluctuations. If the first target frame number is too large, the calibration frequency will be reduced. For example, when the frame number is set to 1000 frames, the steering wheel zero offset will not be calibrated for scenarios where the vehicle continues to travel in a straight line and has zero offset in consecutive frames less than 1000 frames.

[0082] Specifically, the sum of the steering wheel angles corresponding to the first target frame number is calculated. For example, the steering wheel angle in the first frame is 0.6, the steering wheel angle in the second frame is 0.65..., then the sum of the steering wheel angles corresponding to the first target frame number is 0.6+0.65+...

[0083] A5: Calculate the current steering wheel zero offset according to the sum of the steering wheel angles corresponding to the first target frame number.

[0084] Specifically, in the process of calculating the current steering wheel zero offset according to the sum of the steering wheel angles corresponding to the first target frame number, the average of the sum of the steering wheel angles corresponding to the first target frame number in the first target frame number can be used as a temporary steering wheel zero offset; and then the current steering wheel zero offset is calculated based on the temporary steering wheel zero offset and the historical steering wheel zero offset.

[0085] In a feasible implementation manner, the current steering wheel zero offset is calculated according to the temporary steering wheel zero offset and the historical steering wheel zero offset, including: reading the historical steering wheel zero offset in a storage unit of the vehicle, and determining whether the historical steering wheel zero offset is zero.

[0086] When the historical steering wheel zero offset is zero, it indicates that the vehicle has a steering wheel zero offset problem for the first time, and the temporary steering wheel zero offset is directly used as the current steering wheel zero offset; when the historical steering wheel zero offset is not zero, the average of the temporary steering wheel zero offset and the historical steering wheel zero offset can be used as the current steering wheel zero offset. By taking the average of the temporary steering wheel zero offset and the historical steering wheel zero offset as the current steering wheel zero offset, random errors can be better suppressed, so that the steering wheel zero offset is more accurate and closer to the true value of the steering wheel zero offset.

[0087] In a feasible implementation manner, before determining whether the historical steering wheel zero offset is zero, the method further includes: when a manual reset operation of the steering wheel zero offset is detected, setting the current steering wheel zero offset to zero.

[0088] In order to prevent the error of the steering wheel zero offset from affecting the normal operation of the vehicle, the present embodiment can also manually reset the steering wheel zero offset, so that a zero offset that is closer to the actual zero offset can be quickly obtained; when the user manually resets the steering wheel zero offset after repairing the steering wheel parts, the historical steering wheel zero offset is no longer applicable to the repaired steering wheel, and there is no need to calculate the current steering wheel zero offset based on the temporary steering wheel zero offset and the historical steering wheel zero offset, and the current steering wheel zero offset can be set to zero.

[0089] In a feasible implementation manner, after determining the current steering wheel zero offset, the method further includes: When the vehicle is in a straight-line driving state in each frame of the second target frame number and the calibrated steering wheel angles are all greater than the angle threshold, the steering wheel zero offset calibration strategy is re-executed to obtain an updated current steering wheel zero offset.

[0090] When the vehicle is not in a straight-line driving state in at least one frame of the second target frame number, or when the calibrated steering wheel angle in at least one frame is less than or equal to an angle threshold, the steering wheel zero offset calibration strategy is not executed to update the current steering wheel zero offset.

[0091] The calibrated steering wheel refers to the difference between the collected steering wheel angle and the current steering wheel zero offset. The angle threshold and the second target frame number can be set according to the needs of the actual application and are not limited in this embodiment.

[0092] Therefore, after calibrating the steering wheel zero offset, it is possible to promptly detect whether the vehicle's steering wheel has zero offset again. When the vehicle is in a straight-line driving state in each frame of the second target frame number and the calibrated steering wheel angle is continuously greater than the angle threshold, the steering wheel zero offset calibration strategy is re-executed to update the current steering wheel zero offset.

[0093] If the vehicle is not in a straight-line driving state in at least one frame in the second target frame number, the vehicle is currently not suitable for calibration of the steering wheel zero offset; if the steering wheel angle of the vehicle after calibrating in at least one frame in the second target frame number is less than or equal to the angle threshold, it indicates that the vehicle currently has no zero offset problem again, and the vehicle can be operated based on the current steering wheel zero offset, thereby avoiding frequent changes or updates of the steering wheel zero offset and reducing unnecessary calibration of the steering wheel zero offset.

[0094] Reference Figure 2 , shows an execution flow chart of a steering wheel zero bias calibration method provided in an embodiment of the present application. In a feasible implementation, the method may include the following steps: S01: Acquire the driving data of the vehicle in real time, and filter the driving data through a first-order low-pass filter.

[0095] S02: Execute a steering wheel zero offset calibration strategy according to the filtered vehicle driving data to determine a current steering wheel zero offset corresponding to the vehicle.

[0096] Specifically, when the vehicle is in a straight-moving state, it is determined whether the steering wheel angle of the current frame is greater than a steering wheel angle threshold. If the steering wheel angle is greater than the steering wheel angle threshold, frame counting is performed and the steering wheel angle in this process is accumulated.

[0097] After the frame count is equal to the first target frame number, the accumulation of the steering wheel angle is stopped, and the sum of the steering wheel angles corresponding to the first target frame number is divided by the first target frame number to obtain a temporary steering wheel zero offset, and the current steering wheel zero offset is calculated based on the temporary steering wheel zero offset and the historical steering wheel zero offset.

[0098] During the period when the frame count is less than the first target frame number, if the vehicle is not in a straight-line driving state in any frame, or the steering wheel angle is less than the steering wheel angle threshold, the frame count and the steering wheel angle accumulated value are cleared, and the steering wheel zero offset calibration strategy is re-executed starting from this frame.

[0099] S03: Determine whether the current steering wheel zero offset needs to be recalibrated.

[0100] If the current steering wheel zero offset needs to be recalibrated, execute S02.

[0101] If the current steering wheel zero offset does not need to be recalibrated, S03 is executed again.

[0102] After calibrating the steering wheel zero offset, when the vehicle is in a straight-line driving state in each frame of the second target frame number and the calibrated steering wheel angle in each frame is greater than the angle threshold, step S02 is re-executed to ensure that the steering wheel zero offset can be corrected in time after the steering wheel zero offset changes, thereby improving the reliability of assisted driving.

[0103] Reference Figure 3 , shows an execution flow chart of determining the current steering wheel zero offset provided by an embodiment of the present application. Specifically, the execution process of executing the steering wheel zero offset calibration strategy in step S02 includes the following steps: S021: Initialize the first frame count n=0 and the steering wheel angle sum Angle_Sum=0.

[0104] Use the current frame as the initialization start frame.

[0105] S022: Execute the driving state determination strategy to determine whether the vehicle is in a straight-line driving state in the current frame.

[0106] If the vehicle is in a straight-line driving state, execute S023; If the process is not in a straight-line driving state, the next frame of the current frame is used as the starting frame and S021 is executed.

[0107] S023: Determine whether the steering wheel angle of the current frame is greater than a steering wheel angle threshold.

[0108] When the steering wheel angle is greater than the steering wheel angle threshold, S024 is executed; When the steering wheel angle is less than or equal to the steering wheel angle threshold, the next frame of the current frame is used as the starting frame and S021 is executed.

[0109] S024: n=n+1, Angle_Sum=Angle_Sum+Angle.

[0110] Among them, Angle is the steering wheel angle of the current frame.

[0111] S025: Determine whether the first frame count n is equal to the first target frame number.

[0112] If the current first frame count n is equal to the first target frame number, execute S026; If the current first frame count n is less than the first target frame number, the next frame of the current frame is used as the current frame, and S022 is executed.

[0113] S026: Divide the sum of the steering wheel angles corresponding to the first target frame number by the first target frame number to obtain a temporary steering wheel zero offset.

[0114] S027: Get historical steering wheel zero offset.

[0115] S028: Determine the current steering wheel zero offset by the temporary steering wheel zero offset and the historical steering wheel zero offset.

[0116] Reference Figure 4 , shows an execution flow chart of executing the driving state determination strategy provided by an embodiment of the present application, and the process of executing the driving state determination strategy in step S022 includes the following steps: S0221: Obtain the vehicle speed, yaw angular velocity and front wheel speed difference of the current frame in the vehicle driving data.

[0117] S0222: Detect straight-line driving judgment configuration information.

[0118] When the straight-line driving judgment configuration information is the yaw angular velocity judgment configuration information, executing S0223; When the straight-line driving judgment configuration information is the front wheel speed difference judgment configuration information, executing S0225; When the straight-line driving judgment configuration information is comprehensive judgment configuration information, execute S0225.

[0119] S0223: Determine the yaw rate threshold corresponding to the vehicle speed of the current frame in the yaw rate threshold list.

[0120] S0224: Determine whether the yaw rate of the current frame is less than the yaw rate threshold corresponding to the vehicle speed of the current frame.

[0121] If the yaw rate of the current frame is less than the yaw rate threshold corresponding to the vehicle speed of the current frame, execute S0229; If the yaw rate of the current frame is greater than or equal to the yaw rate threshold corresponding to the vehicle speed of the current frame, S0230 is executed.

[0122] S0225: Determine the front wheel speed difference threshold list corresponding to the vehicle speed of the current frame in the front wheel speed difference threshold list.

[0123] S0226: Determine whether the front wheel speed difference of the current frame is less than the front wheel speed difference threshold corresponding to the vehicle speed of the current frame.

[0124] If the front wheel speed difference of the current frame is less than the front wheel speed difference threshold corresponding to the vehicle speed of the current frame, execute S0229; If the front wheel speed difference of the current frame is greater than or equal to the front wheel speed difference threshold corresponding to the vehicle speed of the current frame, S0230 is executed.

[0125] S0227: Determine the yaw angular velocity threshold corresponding to the vehicle speed of the current frame in the yaw angular velocity threshold list, and determine the corresponding front wheel speed difference threshold of the current frame in the front wheel speed difference threshold list.

[0126] S0228: Determine whether the yaw rate of the current frame is less than the yaw rate threshold corresponding to the vehicle speed of the current frame, and whether the front wheel speed difference of the current frame is less than the front wheel speed difference threshold corresponding to the vehicle speed of the current frame.

[0127] When the yaw rate of the current frame is less than the yaw rate threshold corresponding to the vehicle speed, and the front wheel speed difference of the current frame is less than the yaw rate threshold corresponding to the vehicle speed, S0229 is executed; When the yaw rate of the current frame is greater than or equal to the yaw rate threshold corresponding to the vehicle speed, or the front wheel speed difference of the current frame is greater than or equal to the yaw rate threshold corresponding to the vehicle speed, S0230 is executed.

[0128] S0229: The vehicle is in a straight-line driving state in the current frame.

[0129] S0230: The vehicle is not in a straight-line driving state in the current frame.

[0130] Reference Figure 5 , shows an execution flow chart of determining the current steering wheel zero offset provided by an embodiment of the present application. In step S028, the process of determining the current steering wheel zero offset by using the temporary steering wheel zero offset and the historical steering wheel zero offset includes the following steps: S0281: Determine whether a manual reset operation of the steering wheel zero offset is detected.

[0131] When a manual reset operation of the steering wheel zero offset is detected, S0282 is executed; When the manual reset operation of the steering wheel zero offset is not detected, S0283 is executed.

[0132] S0282: The current steering wheel zero offset is reset to 0.

[0133] S0283: Determine whether the historical steering wheel zero offset is 0.

[0134] If the historical steering wheel zero offset is 0, execute S0284; If the historical steering wheel zero offset is not 0, execute S0285.

[0135] S0284: Use the temporary steering wheel zero offset as the current steering wheel zero offset.

[0136] S0285: Taking the average of the temporary steering wheel zero offset and the historical steering wheel zero offset as the current steering wheel zero offset.

[0137] Reference Figure 6, shows an execution flow chart of recalibrating the current steering wheel zero offset provided by an embodiment of the present application. The process of determining whether the current steering wheel zero offset needs to be recalibrated in step S03 includes the following steps: S031: Initialize the second frame count m=0.

[0138] Use the current frame as the initialization start frame.

[0139] S032: Execute the driving state determination strategy to determine whether the vehicle is in a straight-line driving state in the current frame.

[0140] If the vehicle is in a straight-line driving state, execute S033; If the vehicle is not in a straight-line driving state, the next frame of the current frame is used as the starting frame and S031 is executed.

[0141] Specifically, the driving state determination strategy is executed to determine whether the vehicle is in a straight-line driving state in the current frame as shown in steps S0221-S0230.

[0142] S033: Determine whether the calibrated steering wheel angle in the current frame is greater than an angle threshold.

[0143] If the calibrated steering wheel angle in the current frame is greater than the angle threshold, execute S034; If the calibrated steering wheel angle in the current frame is less than or equal to the angle threshold, the next frame of the current frame is used as the starting frame and S031 is executed.

[0144] S034: Second frame count m=m+1.

[0145] S035: Determine whether the second frame count m is equal to the second target frame number.

[0146] If the current second frame count is equal to the second target frame count, execute S036; If the current second frame count is less than the second target frame count, the next frame of the current frame is used as the current frame, and S032 is executed; S036: Recalibrate the steering wheel zero offset and update the current steering wheel zero offset.

[0147] Specifically, the steering wheel zero offset is recalibrated as shown in steps S021-S028.

[0148] The method uses the vehicle speed to accurately constrain the vehicle kinematic parameters required for straight driving judgment at different speeds, determines the yaw angular velocity thresholds and the front wheel speed difference thresholds corresponding to different vehicle speeds, and can more accurately determine whether the vehicle is in a straight driving state, so that the steering wheel zero offset can be calibrated more accurately. After calibrating the current steering wheel zero offset, the accuracy of the current steering wheel zero offset is measured by determining whether the steering wheel zero offset needs to be recalibrated. While ensuring the reliability and accuracy of the steering wheel angle zero offset, the steering wheel offset does not need to be frequently changed, and thus the steering wheel offset does not need to be continuously written into the vehicle's storage unit, thereby improving the life of the storage unit.

[0149] Reference Figure 7 , shows a functional module diagram of a steering wheel zero bias calibration device provided in an embodiment of the present application, the device comprising: The driving data acquisition module 100 is used to acquire the driving data of the vehicle in real time; The steering wheel zero offset calibration module 200 is used to execute a steering wheel zero offset calibration strategy according to the driving data of the vehicle to determine the current steering wheel zero offset corresponding to the vehicle. The steering wheel zero offset calibration strategy is used to determine whether the vehicle is in a straight-line driving state according to the vehicle speed, and when the vehicle is in a straight-line driving state within a first target frame number, determine the current steering wheel zero offset.

[0150] Optionally, the device further comprises: The noise suppression module is used to execute a noise suppression strategy on the driving data of the vehicle, wherein the noise suppression strategy is used to suppress noise in the driving data.

[0151] Optionally, the noise suppression module is used to: The driving data is input into a first-order low-pass filter for filtering.

[0152] Optionally, the steering wheel zero bias calibration module includes: A straight-line driving state determination unit, configured to execute a driving state determination strategy according to driving data of a current frame of the vehicle, and determine whether the vehicle is in a straight-line driving state in the current frame; A current frame updating unit, configured to use the next frame as the current frame when the vehicle is in a straight-line driving state in the current frame and the vehicle is in a steering wheel zero bias state in the current frame; An initial frame determination unit, configured to, when the vehicle is not in a straight-line driving state in the current frame, or the vehicle is not in a steering wheel zero bias state in the current frame, use the next frame of the current frame as the initial frame and re-execute the steering wheel zero bias calibration strategy; a steering wheel angle sum determination unit, configured to calculate the steering wheel angle sum corresponding to the first target frame number until the vehicle is in a straight-line driving state in each frame of the first target frame number and the vehicle is in a steering wheel zero bias state in each frame of the first target frame number; The steering wheel zero offset determination unit is used to calculate the current steering wheel zero offset according to the sum of the steering wheel angles corresponding to the first target frame number.

[0153] Optionally, the straight-line driving state determination unit includes: A configuration information determination subunit, used to obtain straight-line driving judgment configuration information; The first judgment unit is used to execute a first driving state determination sub-strategy when the straight-line driving judgment configuration information is yaw angular velocity judgment configuration information. The first driving state determination sub-strategy is used to determine whether the vehicle is currently in a straight-line driving state according to the yaw angular velocity at different vehicle speeds.

[0154] Optionally, the first determining unit is configured to: Acquiring the vehicle speed and yaw rate of the current frame in the driving data of the vehicle; According to the vehicle speed of the current frame, determining a yaw angular velocity threshold value corresponding to the vehicle speed in a yaw angular velocity threshold value list, wherein the yaw angular velocity threshold value list is preset with yaw angular velocity threshold values ​​corresponding to different vehicle speeds; When the yaw angular velocity of the current frame is less than a yaw angular velocity threshold corresponding to the vehicle speed, it is determined that the vehicle is in a straight-line driving state in the current frame.

[0155] Optionally, the straight-line driving state determination unit includes: The second judgment unit is used to execute a second driving state determination sub-strategy when the straight-line driving judgment configuration information is the front wheel speed difference judgment configuration information. The second driving state determination sub-strategy is used to determine whether the vehicle is in a straight-line driving state according to the front wheel speed difference at different vehicle speeds.

[0156] Optionally, the second determining unit is configured to: Obtaining the vehicle speed and the front wheel speed difference of the current frame in the driving data of the vehicle; According to the vehicle speed of the current frame, determining the front wheel speed difference threshold value corresponding to the vehicle speed in the front wheel speed difference threshold value list, wherein the front wheel speed difference threshold value corresponding to different vehicle speeds is preset in the front wheel speed difference threshold value list; When the front wheel speed difference in the current frame is less than the yaw rate threshold corresponding to the vehicle speed, it is determined that the vehicle is in a straight-line driving state in the current frame.

[0157] Optionally, the straight-line driving state determination unit includes: The third judgment unit is used to execute a third driving state determination sub-strategy when the straight-line driving judgment configuration information is comprehensive judgment configuration information. The third driving state determination sub-strategy is used to determine whether the vehicle is in a straight-line driving state according to the yaw angular velocity and the front wheel speed difference at different vehicle speeds.

[0158] Optionally, the third judgment unit is used to: Obtaining the vehicle speed, yaw rate and front wheel speed difference of the current frame in the driving data of the vehicle; According to the vehicle speed of the current frame, a yaw angular velocity threshold value corresponding to the vehicle speed is determined in a yaw angular velocity threshold value list, and a front wheel speed difference threshold value corresponding to the vehicle speed is determined in a front wheel speed difference threshold value list, wherein the yaw angular velocity threshold value list is preset with yaw angular velocity threshold values ​​corresponding to different vehicle speeds, and the front wheel speed difference threshold value list is preset with front wheel speed difference threshold values ​​corresponding to different vehicle speeds; When the yaw rate of the current frame is less than the yaw rate threshold corresponding to the vehicle speed, and the front wheel speed difference of the current frame is less than the yaw rate threshold corresponding to the vehicle speed, it is determined that the vehicle is in a straight-line driving state in the current frame.

[0159] Optionally, the device further comprises a steering wheel zero bias state module, which is used to: Obtaining a steering wheel angle of a current frame in the driving data of the vehicle; When the steering wheel angle of the current frame is greater than a preset steering wheel angle threshold, the vehicle is in a steering wheel zero bias state in the current frame; When the steering wheel angle of the current frame is less than or equal to a preset steering wheel angle threshold, the vehicle is not in a steering wheel zero bias state in the current frame.

[0160] Optionally, the steering wheel zero offset determination unit comprises: a temporary steering wheel zero offset determination subunit, configured to take an average of the sum of steering wheel angles corresponding to the first target frame number in the first target frame number as a temporary steering wheel zero offset; The steering wheel zero offset determination subunit is used to calculate the current steering wheel zero offset according to the temporary steering wheel zero offset and the historical steering wheel zero offset.

[0161] Optionally, the steering wheel zero offset determination subunit is used for: Determining whether the historical steering wheel zero offset is zero; When the historical steering wheel zero offset is zero, taking the temporary steering wheel zero offset as the current steering wheel zero offset; When the historical steering wheel zero offset is not zero, the average of the temporary steering wheel zero offset and the historical steering wheel zero offset is used as the current steering wheel zero offset.

[0162] Optionally, the steering wheel zero offset determination subunit is further used for: When a manual reset operation of the steering wheel zero offset is detected, the current steering wheel zero offset is set to zero.

[0163] Optionally, the device further comprises a steering wheel zero bias recalibration module, which is used to: When the vehicle is in a straight-line driving state in each frame of the second target frame number and the calibrated steering wheel angles are all greater than the angle threshold, the steering wheel zero offset calibration strategy is re-executed to obtain an updated current steering wheel zero offset.

[0164] Optionally, the steering wheel zero offset recalibration module is used to: When the vehicle is not in a straight-line driving state in at least one frame of the second target frame number, or when the calibrated steering wheel angle in at least one frame is less than or equal to an angle threshold, the steering wheel zero offset calibration strategy is not executed to update the current steering wheel zero offset.

[0165] Reference Figure 8 , shows a schematic diagram of an electronic device provided in an embodiment of the present application, the electronic device comprising: at least one processor, and a memory, the memory storing a computer program that can be run on the processor, wherein the processor executes the steering wheel zero bias calibration method described in this embodiment when executing the computer program.

[0166] Reference Fig. 9 , shows a schematic diagram of a non-volatile readable storage medium provided in an embodiment of the present application, wherein the non-volatile readable storage medium stores a computer program, wherein the computer program, when executed by a processor, executes the steering wheel zero bias calibration method described in this embodiment.

[0167] An embodiment of the present application also provides a vehicle, which includes the steering wheel zero offset calibration device described in the embodiment.

[0168] 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.

[0169] It should be understood by those skilled in the art that the embodiments of the present application can be provided as methods, devices or computer program products. Therefore, the embodiments of the present application can be in the form of a complete hardware embodiment, a complete software embodiment or an embodiment combining software and hardware. Moreover, the embodiments of the present application can be in the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program codes.

[0170] The embodiments of the present application are described with reference to the flowcharts and / or block diagrams of the methods, terminal devices (systems) 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 produce 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. 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.

[0171] 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.

[0172] 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.

[0173] 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.

[0174] 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", "comprises" 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 "including one..." do not exclude the existence of other identical elements in the process, method, article or terminal device including the elements.

[0175] Specific examples are used herein 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 those skilled in the art, according to the idea of ​​the present application, there will be changes in the specific implementation methods 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 zero bias calibration method, characterized in that: The method comprises: Obtain vehicle driving data in real time; According to the driving data of the vehicle, a steering wheel zero offset calibration strategy is executed to determine the current steering wheel zero offset corresponding to the vehicle. The steering wheel zero offset calibration strategy is used to determine whether the vehicle is in a straight-line driving state according to the vehicle speed, and when the vehicle is in a straight-line driving state within a first target frame number, determine the current steering wheel zero offset.

2. The method according to claim 1, characterized in that After obtaining the driving data of the vehicle in real time, the method further includes: A noise suppression strategy is executed on the driving data of the vehicle, wherein the noise suppression strategy is used to suppress noise in the driving data.

3. The method according to claim 2, characterized in that Implement noise suppression strategies including: The driving data is input into a first-order low-pass filter for filtering.

4. The method according to claim 1, characterized in that Execute the steering wheel zero offset calibration strategy, including: Executing a driving state determination strategy according to driving data of a current frame of the vehicle to determine whether the vehicle is in a straight-line driving state in the current frame; When the vehicle is in a straight-line driving state in the current frame, and the vehicle is in a steering wheel zero-bias state in the current frame, taking the next frame as the current frame; When the vehicle is not in a straight-line driving state in the current frame, or the vehicle is not in a steering wheel zero bias state in the current frame, the next frame of the current frame is used as an initial frame, and the steering wheel zero bias calibration strategy is re-executed; When the vehicle is in a straight-line driving state in each frame of the first target frame number and the vehicle is in a steering wheel zero-bias state in each frame of the first target frame number, the sum of the steering wheel angles corresponding to the first target frame number is calculated; The current steering wheel zero offset is calculated according to the sum of the steering wheel angles corresponding to the first target frame number.

5. The method according to claim 4, characterized in that Executing a driving state determination strategy according to driving data of a current frame of the vehicle to determine whether the vehicle is in a straight-line driving state in the current frame includes: Obtain straight-line driving judgment configuration information; When the straight-line driving judgment configuration information is yaw angular velocity judgment configuration information, a first driving state determination sub-strategy is executed, and the first driving state determination sub-strategy is used to determine whether the vehicle is currently in a straight-line driving state according to the yaw angular velocity at different vehicle speeds.

6. The method according to claim 5, characterized in that Executing a first driving state determination sub-strategy includes: Acquiring the vehicle speed and yaw rate of the current frame in the driving data of the vehicle; According to the vehicle speed of the current frame, determining a yaw angular velocity threshold value corresponding to the vehicle speed in a yaw angular velocity threshold value list, wherein the yaw angular velocity threshold value list is preset with yaw angular velocity threshold values ​​corresponding to different vehicle speeds; When the yaw angular velocity of the current frame is less than a yaw angular velocity threshold corresponding to the vehicle speed, it is determined that the vehicle is in a straight-line driving state in the current frame.

7. The method according to claim 5, characterized in that After obtaining the straight-line driving judgment configuration information, the method further includes: When the straight-line driving judgment configuration information is the front wheel speed difference judgment configuration information, the second driving state determination sub-strategy is executed, and the second driving state determination sub-strategy is used to determine whether the vehicle is in a straight-line driving state according to the front wheel speed difference at different vehicle speeds.

8. The method according to claim 7, characterized in that Executing a second driving state determination sub-strategy includes: Obtaining the vehicle speed and the front wheel speed difference of the current frame in the driving data of the vehicle; According to the vehicle speed of the current frame, determining the front wheel speed difference threshold value corresponding to the vehicle speed in the front wheel speed difference threshold value list, wherein the front wheel speed difference threshold value corresponding to different vehicle speeds is preset in the front wheel speed difference threshold value list; When the front wheel speed difference in the current frame is less than the yaw rate threshold corresponding to the vehicle speed, it is determined that the vehicle is in a straight-line driving state in the current frame.

9. The method according to claim 5, characterized in that After obtaining the straight-line driving judgment configuration information, the method further includes: When the straight-line driving judgment configuration information is comprehensive judgment configuration information, the third driving state determination sub-strategy is executed, and the third driving state determination sub-strategy is used to determine whether the vehicle is in a straight-line driving state according to the yaw angular velocity and the front wheel speed difference at different vehicle speeds.

10. The method according to claim 9, characterized in that Executing a third driving state determination sub-strategy includes: Obtaining the vehicle speed, yaw rate and front wheel speed difference of the current frame in the driving data of the vehicle; According to the vehicle speed of the current frame, a yaw angular velocity threshold value corresponding to the vehicle speed is determined in a yaw angular velocity threshold value list, and a front wheel speed difference threshold value corresponding to the vehicle speed is determined in a front wheel speed difference threshold value list, wherein the yaw angular velocity threshold value list is preset with yaw angular velocity threshold values ​​corresponding to different vehicle speeds, and the front wheel speed difference threshold value list is preset with front wheel speed difference threshold values ​​corresponding to different vehicle speeds; When the yaw rate of the current frame is less than the yaw rate threshold corresponding to the vehicle speed, and the front wheel speed difference of the current frame is less than the yaw rate threshold corresponding to the vehicle speed, it is determined that the vehicle is in a straight-line driving state in the current frame.

11. The method according to claim 4, characterized in that After executing a driving state determination strategy according to driving data of the current frame of the vehicle to determine whether the vehicle is in a straight-line driving state in the current frame, the method further comprises: Obtaining a steering wheel angle of a current frame in the driving data of the vehicle; When the steering wheel angle of the current frame is greater than a preset steering wheel angle threshold, the vehicle is in a steering wheel zero bias state in the current frame; When the steering wheel angle of the current frame is less than or equal to a preset steering wheel angle threshold, the vehicle is not in a steering wheel zero bias state in the current frame.

12. The method according to claim 4, characterized in that Calculating the current steering wheel zero offset according to the sum of the steering wheel angles corresponding to the first target frame number includes: taking the average of the sum of the steering wheel angles corresponding to the first target frame number in the first target frame number as the temporary steering wheel zero offset; The current steering wheel zero offset is calculated according to the temporary steering wheel zero offset and the historical steering wheel zero offset.

13. The method according to claim 12, characterized in that Calculating the current steering wheel zero offset according to the temporary steering wheel zero offset and the historical steering wheel zero offset includes: Determining whether the historical steering wheel zero offset is zero; When the historical steering wheel zero offset is zero, taking the temporary steering wheel zero offset as the current steering wheel zero offset; When the historical steering wheel zero offset is not zero, the average of the temporary steering wheel zero offset and the historical steering wheel zero offset is used as the current steering wheel zero offset.

14. The method according to claim 13, characterized in that Before determining whether the historical steering wheel zero offset is zero, the method further includes: When a manual reset operation of the steering wheel zero offset is detected, the current steering wheel zero offset is set to zero.

15. The method according to claim 1, characterized in that After determining the current steering wheel zero offset, the method further includes: When the vehicle is in a straight-line driving state in each frame of the second target frame number and the calibrated steering wheel angles are all greater than the angle threshold, the steering wheel zero offset calibration strategy is re-executed to obtain an updated current steering wheel zero offset.

16. The method according to claim 1, characterized in that After determining the current steering wheel zero offset, the method further includes: When the vehicle is not in a straight-line driving state in at least one frame of the second target frame number, or when the calibrated steering wheel angle in at least one frame is less than or equal to an angle threshold, the steering wheel zero offset calibration strategy is not executed to update the current steering wheel zero offset.

17. A steering wheel zero bias calibration device, characterized in that: The device comprises: A driving data acquisition module is used to acquire the vehicle's driving data in real time; The steering wheel zero offset calibration module is used to execute a steering wheel zero offset calibration strategy according to the driving data of the vehicle to determine the current steering wheel zero offset corresponding to the vehicle. The steering wheel zero offset calibration strategy is used to determine whether the vehicle is in a straight-line driving state according to the vehicle speed, and when the vehicle is in a straight-line driving state within a first target frame number, determine the current steering wheel zero offset.

18. An electronic device, characterized in that: include: At least one processor, and a memory, wherein the memory stores a computer program that can be run on the processor, wherein the processor executes the steering wheel zero offset calibration method according to any one of claims 1-16 when executing the computer program.

19. A non-volatile readable storage medium, characterized in that: The non-volatile readable storage medium stores a computer program, wherein the computer program, when executed by a processor, executes the steering wheel zero offset calibration method according to any one of claims 1 to 16.

20. A vehicle, characterized in that: The vehicle includes the steering wheel zero offset calibration device according to claim 17.

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